01:03-01

Issue 5 en

11, 12 and 16 litre engines

Function description

123 134

© Scania CV AB 2009, Sweden

1 585 748
Contents

Contents
Combustion and exhaust gases .................................................................................. 3

Cylinder block .................................................................................. 8

Valve mechanism ................................................................................ 10

Crank mechanism ................................................................................ 12

Timing gear ................................................................................ 17

Belt transmission ................................................................................ 21

Torsion damper ................................................................................ 22

Lubrication system ................................................................................ 23

Turbocharger ................................................................................ 31

2 © Scania CV AB 2009, Sweden 01:03-01

 Combustion and exhaust gases

The function description applies to engines

on which each cylinder has a separate
cylinder head.

Combustion and exhaust gases

When diesel is combusted, diesel exhaust gases
are formed.
The largest constituent is carbon dioxide, which
is not regulated by law. When fossil fuels are
used, they have an impact on the greenhouse
effect.
The constituents in the exhaust gases that are
regulated by law are:
• Nitrogen oxides, which are poisonous and
contribute to photochemical smog and
ground level ozone and also eutrophication
and acidification.
• Hydrocarbons, which give diesel exhaust
gases their characteristic smell and
contribute to photochemical smog and
ground level ozone.
• Particulates which are considered to be
harmful to people’s health.
• Carbon monoxide, which is a poisonous
gas. The content of carbon monoxide is very
small in diesel exhaust gases because there
is a large surplus of air in a diesel engine.

01:03-01 © Scania CV AB 2009, Sweden 3

Combustion and exhaust gases

Nitrogen oxides, NOx

The atmosphere contains:
80% Nitrogen and 20% Oxygen.

N + O2
NO + NO2

When air is subjected to high temperatures, the

nitrogen and oxygen in the air react and nitrogen
oxides are formed. In order to reduce the
discharge of nitrogen oxides, it is possible to:
• Lower the combustion temperature.
• Reduce the quantity of oxygen during

115 244
combustion.
N = nitrogen
O2 = oxygen
The combustion temperature can be lowered by: NO + NO2 = NOx = nitrogen oxides
• Charge air cooling.
• Water injection.
• Re-circulation of exhaust gases.
• Delayed injection timing.

The quantity of oxygen in the combustion

chamber can be reduced by:
• Re-circulation of exhaust gases.
• Reduced rotation of air in the combustion
chamber.
A high injection pressure produces smaller fuel
droplets which gives a higher concentration of
oxygen around each fuel droplet, which in turn
leads to the increased production of nitrogen
oxides.
Most methods to reduce the nitrogen oxides also
reduce the efficiency of the engine, which leads
to increased fuel consumption which in turn
leads to the increased production of carbon
dioxide.

4 © Scania CV AB 2009, Sweden 01:03-01

 Combustion and exhaust gases

Hydrocarbons, HC
Hydrocarbons are waste products of the fuel and
result from incomplete combustion.
Hydrocarbons also contain substances which
give diesel exhaust gases their characteristic
smell. The discharge of hydrocarbons can be
reduced by:

• Raised temperature in the combustion

chamber.
• Increased rotation of air in the combustion
chamber.
• Greater atomisation of the fuel.
• Reduced pressure chamber volume in the
nozzle.
• Increased injection pressure.
• Catalytic aftertreatment.

1 Nozzle needle
2 Nozzle hole
3 Pressure chamber volume
4 Needle seat
5 Fuel

01:03-01 © Scania CV AB 2009, Sweden 5

Combustion and exhaust gases

Particulates
Particulates contain soot and hydrocarbons from
fuel plus lubrication oil, sulphuric acid and ash.
Particulates give rise to smoke and are formed in
the event of incomplete combustion, from oil in
the combustion chamber and from the sulphur in
the fuel. The discharge of particulates can be
reduced by:

• More air in the combustion chamber.

• Increased rotation of air in the combustion
chamber.
• Higher injection pressure, smaller holes in
the nozzle which in turn means higher
temperatures in the combustion chamber.
• Reduced pressure chamber volume in the
nozzle.
• Smaller quantity of oil in the combustion
chamber.
• Lower sulphur-content in the fuel.
• With a particulate filter.

1 Nozzle needle
2 Nozzle hole
3 Pressure chamber volume
4 Needle seat
5 Fuel

6 © Scania CV AB 2009, Sweden 01:03-01

 Combustion and exhaust gases

Conclusion
The measures that can be taken to reduce the
production of one constituent in the exhaust The relationship between nitrogen oxides,
gases can simultaneously lead to an increase in NOx and hydrocarbons, HC
another constituent.
E (g/kWh)
The trend today is to:
• Delay the timing of injection in order to NO x HC
lower the combustion temperature, which
reduces the production of nitrogen oxides.
HC
The disadvantage is that the efficiency of the
engine is reduced, which leads to increased fuel
consumption. NOx

115 241
A B

A = Early injection time

B = Late injection time

• Reduce the quantity of oxygen at The relationship between nitrogen oxides,

combustion, which reduces the production NOx and fuel consumption
of nitrogen oxides. NOx (g/Kwh)

• Increase the injection pressure, which 1

reduces the production of particulates.
A

B
2
115 243

Fuel
comsumption

1 = Early injection time

2 = Late injection time
A = Engine with turbocharger
B = Engine with turbocharger and charge air
cooler

01:03-01 © Scania CV AB 2009, Sweden 7

Cylinder block

Cylinder block

The cylinder block is cast in one piece, and each

cylinder has a separate cylinder head. The
cylinder bores have wet liners.

11 and 12 litre engines

01_1403

16 litre engine
115 262

8 © Scania CV AB 2009, Sweden 01:03-01

 Cylinder block

Cylinder liner
The cylinder liners can be replaced. A steel
gasket with vulcanised rubber seals provides
sealing between cylinder liner and cylinder
head. One gasket per cylinder.
The cylinder liner protrudes slightly above the
cylinder block surface and presses the gasket
against the cylinder head, thus making sure it
seals.
Some industrial and marine engines have a loose
scraper ring at the top of the cylinder liners
which removes the residual carbon from the
piston crown and thus reduces wear.
The vulcanised rubber seals provide sealing
against the coolant and lubrication oil channels.

Loose scraper ring

The temperature in and around the combustion

chamber is very high. The cylinder liners have a
low attachment which enables cooling right up
to the cylinder head. This reduces the
temperature of the piston rings, which results in
a longer service life for both piston rings and
cylinder liners. The low attachment of the
cylinder liner reduces the risk of the liner
sinking since the lower temperature reduces the
material fatigue.

In the space between liner shelf and sealing ring

in the block there is an overflow hole which
discharges in the side of the cylinder block
under the side covers. Leakage at any of the
sealing surfaces will result in oil or coolant
01 1410

coming out of the hole.

01:03-01 © Scania CV AB 2009, Sweden 9

Valve mechanism

Valve mechanism

The purpose of the valve mechanism is to open

and close the valves at the right time according
to the piston position.
The camshaft is driven by the timing gears and
rotates at half the speed of the crankshaft.
There are two designs of camshaft for 11 and
12 litre engines. The camshaft has two cams per
cylinder on engines with an injection pump and
it has three cams per cylinder on engines with a
unit injector since the camshaft also drives the
unit injector.

The 16 litre engine has twin camshafts, one for

each line of cylinders. The camshafts have three
cams per cylinder. The 16 litre engine is only
available with a unit injector.
One end of the pushrod rests on the roller tappet,
and the other end acts on the rocker arm. At one
end of the rocker arm there is an adjusting
screw. The lower ball-shaped end of the screw
rests in the pushrod, making the tappet adjust to
the camshaft movement. The correct clearance
can be set with the adjusting screw to ensure that
the valve will close properly.

10 © Scania CV AB 2009, Sweden 01:03-01

 Valve mechanism

The valve seat inserts are firmly pressed to a

tight fit in the cylinder head. The material in the
seat inserts is very strong, so the valve seats
have a long service life. If required the valve
seat inserts can be renewed.

100 160
With four valves per cylinder the valve area is
greater, which makes it easier to fill the cylinder
with air. At the same time less power is required
to drive out the exhaust gases.
The effort required for gas flow is reduced and
engine efficiency is improved. This in turn leads
to a reduction in fuel consumption.
The injector can be located centrally, which
improves combustion and results in reduced
emissions and lower fuel consumption.

01 1408

01:03-01 © Scania CV AB 2009, Sweden 11

Crank mechanism

Crank mechanism

Pistons
There are two different types of pistons.
Integrally cast aluminium pistons and
articulated pistons. Articulated pistons are split
and have an aluminium skirt and a steel crown.
One of the advantages of articulated pistons is
that they withstand more stress than
conventional pistons. This allows for a higher
engine output.

100162

Aluminium piston Articulated piston

12 © Scania CV AB 2009, Sweden 01:03-01

 Crank mechanism

The combustion chamber is a recess in the

piston crown. It is bowl-shaped with a raised
section in the centre.

The design of the combustion chamber affects

the rotation of the air and therefore the mixing
of the fuel with the air in the combustion
chamber.

In order for the piston to run smoothly there

must be a gap between the piston and the
cylinder wall. The piston therefore has two
compression rings which seal this gap and
conduct the heat from the piston.
The design of the piston and the piston rings is
vital for the reliability, lubrication, oil
consumption and fuel consumption of the
engine. Their design can vary according to the
engine version.

The oil scraper ring prevents lubrication oil

from the crankcase getting into the combustion
chamber and being combusted.
Inside the oil scraper ring there is an expander
which presses the ring against the cylinder wall.
The expander consists of a coil spring.
01_1268

01:03-01 © Scania CV AB 2009, Sweden 13

Crank mechanism

Connecting rods
The upper part of the connecting rod is wedge
shaped. This allows for larger contact surfaces
in piston and connecting rod.

The big end of the connecting rod is split

diagonally, so that the piston and the connecting
rod can be pulled up through the cylinder.

To prevent the connecting rod bearing cap and

the connecting rod from becoming offset, the
contact surfaces have grooves and pins, or they
are unmachined fracture surfaces.

116 762
115 202

Connecting rod with unmachined contact Connecting rod with grooved contact surface
surface

14 © Scania CV AB 2009, Sweden 01:03-01

 Crank mechanism

Crankshaft
Each compression stroke acts to "slow down"
the crankshaft and each combustion stroke acts
to increase its rotational speed.
The pistons and connecting rods change their
direction of motion twice per revolution.
The power impulses from the connecting rods
cause torsional oscillations in the crankshaft.
These oscillations are strongest at a specific
engine speed.
Torsional vibrations have the following effect:
Imagine that the rear end of the crankshaft and
the flywheel rotate at a constant speed. In
relation to the constant speed of the flywheel,
the rotational speed of the front end of the
crankshaft will increase and decrease several
times during each rotation.
The material is important for the crankshaft
service life. Strict requirements also apply to
design and surface treatment. For example, the
surface finish of the shaft journals is vital in
preventing fatigue failure.

01:03-01 © Scania CV AB 2009, Sweden 15

Crank mechanism

The bearing surfaces of the crankshaft are

hardened to such a depth that they can be re-
ground in several stages.

The bearing shells of the main bearings and the

connecting rod bearings consist of three layers.
The outer layer is steel, the mid layer lead
bronze, and the inner layer is lead and indium or
lead, tin and copper. The inner layer will
normally wear off.

For the axial location of the crankshaft, the rear

main bearing has thrust washers. These thrust
washers are available in various thickness,
keeping the axial clearance maintained after
grinding.

16 © Scania CV AB 2009, Sweden 01:03-01

 Timing gear

Timing gear

The timing gears are located at the rear end of

the engine. Important components such as the
injection pump, unit injector and valve
mechanisms require precise control. They are
attached to the rear end of the crankshaft, close
to the flywheel, where the crankshaft rotation is
the smoothest.

11 and 12 litre engines with injection pump

The crankshaft gear drives two intermediate 6

gears and the oil pump gear. One of the
intermediate gears drives the camshaft. The
camshaft gear in turn drives the injection pump
and the hydraulic pump. The other intermediate 5
gear drives the air compressor.
The camshaft and the injection pump rotate at 7
half the speed of the crankshaft.
4

1
100 159

1 Oil pump gear

2 Air compressor gear
3 Crankshaft gear
4 Intermediate gear
5 Injection pump gear
6 Camshaft gear
7 Hydraulic pump gear

01:03-01 © Scania CV AB 2009, Sweden 17

Timing gear

To facilitate assembly the gears have markings,

either on a tooth or in a tooth gap. The injection
gear has an oval hole for setting the injection
timing (a-angle).

01 1407

18 © Scania CV AB 2009, Sweden 01:03-01

 Timing gear

11 and 12 litre engines with unit injector

The crankshaft gear drives two intermediate

gears and the oil pump gear. One intermediate
gear drives the camshaft, air compressor and
hydraulic pump. The other intermediate gear
drives the power take-off and on buses it also
drives a hydraulic pump which in turn drives the
fan motor.

Engine with unit injector

1 Oil pump gear
2 Crankshaft gear
3 Intermediate gear
4 Hydraulic pump gear
5 Compressor gear (compressed air)
6 Camshaft gear
7 Power take-off

To facilitate assembly the gears have markings,

either on a tooth or in a tooth gap.
113 528

01:03-01 © Scania CV AB 2009, Sweden 19

Timing gear

16 litre engine 7 5 4 3
10
The crankshaft gear drives both camshafts and 8
the oil pump via an intermediate gear. One 9
camshaft gear in turn drives the compressor.
One camshaft has a gear at the front end, which
drives the hydraulic pump and the feed pump.
The camshafts rotate at half the speed of the
2
crankshaft.

113 529
6 1

1 Crankshaft gear
2 Intermediate gear (power take-off)
3 Intermediate gear
4 Camshaft gear
5 Compressor gear
6 Oil pump gear
7 Front camshaft gear
8 Hydraulic pump gear
9 Feed pump gear
10 Power take-off drive gear

To facilitate assembly the gears have markings,

either on a tooth or in a tooth gap.
112 294

20 © Scania CV AB 2009, Sweden 01:03-01

 Belt transmission

Belt transmission

There are different belt transmission designs

depending on the engine type.
A torsion damper is used on some engines to
reduce vibrations at the front end of the engine,
see next section.
The belt transmission drives the coolant pump,
alternator, fan and AC compressor where
applicable.
The drive belt is a poly-V-belt. The belt
transmission also includes one or more idler
rollers and automatic belt tensioners.
The illustrations show examples of designs for a
12 or 16 litre engine. The bottom one has a
double belt transmission.

01:03-01 © Scania CV AB 2009, Sweden 21

Torsion damper
Torsion damper
The intermittent con rod forces cause torsional
vibrations in the crankshaft. These vibrations are
severest at certain engine speeds which vary
with the design of the engine, how it is loaded,
etc.
Torsional vibrations have the following effect:
The flywheel rotates at an almost constant speed
throughout each revolution of the crankshaft. In
relation to the constant speed of the flywheel, the
rotational speed of the front end of the
crankshaft will increase and decrease several
times during each rotation.
22 © Scania CV AB 2009, Sweden
To reduce the amplitude of the oscillation, a
torsion damper is attached to the front end of the
crankshaft.
A steel ring is fitted on the ringshaped, closed
torsion damper housing. The housing is bolted
onto the crankshaft.
There is a heavy oil between the housing and
ring which damps the relative movement
between the two. The vibrations at the front of
the crankshaft are damped by the ring striving to
rotate at a constant speed.
01:03-01
 Lubrication system

Lubrication system
In addition to the oil sump, the lubricating 8 A piston cooling valve (located in the oil
system consists of the following items. cooler housing on 11 and 12 litre engines
1 An oil strainer and in the front timing gear casing on 16 litre
engines).
2 An oil pump
9 A oil pressure sensor (located in the oil filter
3 A safety valve (located in the oil pump) housing on 11 and 12 litre engines and in the
front timing gear casing on 16 litre engines).
4 An oil cooler
5 An oil filter unit
6 A relief valve (located in the oil filter unit
housing on 11 and 12 litre engines and in
the front timing gear casing on 16 litre
engines).
7 An oil filter

4, 8

8
116 639

9 6
7
116 456

2, 3 1 5, 6 4 5 7

11 and 12 litre engines

2, 3
116 457

16 litre engine

01:03-01 © Scania CV AB 2009, Sweden 23

Lubrication system

Oil flow
The oil pump draws lubrication oil from the oil
sump via the oil strainer.
After the oil pump, the lubrication oil passes a
safety valve. If the oil pressure exceeds 9.5 bar,
the safety valve opens and feeds the lubrication
oil back to the oil sump. Too high an oil
pressure could cause excessive stress to the oil
pump and other components in the lubrication
system.
The lubrication oil then passes through the oil
cooler. Some of the lubrication oil is passed
through the oil filter unit. After cleaning, the oil
is fed back to the oil sump.
The rest of the lubrication oil passes through a
relief valve which regulates the pressure in the
oil system. Excessive oil is drained back to the
oil sump.
The lubrication oil passes on to the oil filter for
cleaning.

Oil flow in the 12 litre engine

24 © Scania CV AB 2009, Sweden 01:03-01

 Lubrication system

Lubrication oil reaches the camshaft bearings The channel is constantly pressurised. The oil is
and crankshaft main bearing via ducts in the led to the roller tappet shafts via grooves in the
cylinder block. camshaft bearing. The roller tappet shafts have
drilled ducts for lubricating the roller tappets.
Ducts in the crankshaft lead the lubrication oil to
the connecting rod bearings.
A direct duct leading from the main duct takes
lubrication oil to the rocker arms.

Oil flow to the oil filter in the 16 litre engine

1 To the cylinder heads

2 To the valve mechanisms
3 To the turbocharger
4 Piston cooling nozzles
5 Relief valve
6 Piston cooling valve

Oil flow from the oil filter in the 16 litre engine

01:03-01 © Scania CV AB 2009, Sweden 25

Lubrication system

The pistons are cooled by the engine lubrication

oil. Oil is sprayed up under the piston crown
through special nozzles, one for each cylinder.

The piston cooling valve opens at between

1.7-2.2 bar. It is located in the oil cooler housing
on 11 and 12 litre engines and in the front timing
gear casing on 16 litre engines.

100 152
There is no piston cooling at low speed (idling).

768

26 © Scania CV AB 2009, Sweden 01:03-01

 Lubrication system

Schematic diagram of the oil circulation in the lubrication system

11 and 12 litre engines

1 Oil sump
2
B
Oil pump
3
3 4 5 6 7
2
8
Safety valve
A
4 Oil cooler
5 Oil filter unit
6 Relief valve
1
7 Oil filter and by-pass valve
8

119 920
Piston cooling valve

A = To bearing and turbocharger

B = To piston cooling nozzles

16 litre engine 1 Oil sump

3 4 5 6 7 8 9
2 2 Oil pump
3 Safety valve
A
4 Oil cooler
5 Oil filter unit
6 Front timing gear casing
1
B 7 Relief valve
8
116 459

Oil filter and by-pass valve

9 Piston cooling valve
A = To bearing and turbocharger
B = To piston cooling nozzles

01:03-01 © Scania CV AB 2009, Sweden 27

Lubrication system

Oil pump
The oil pump is driven by the crankshaft gear
and generates the pressure which is necessary
for the lubrication oil to reach all the lubrication
points.
The oil pressure must be high enough to ensure
that each lubrication point receives a sufficient
amount of oil for lubrication and cooling.

100 156
Oil pump for 11 and 12 litre engines

Oil cooler
All the oil flows through the oil cooler and is
cooled by the coolant in the cooling system.
An opening valve for piston cooling is located in
the oil cooler housing on 11 and 12 litre engines.

01_1416

Oil cooler for 11 and 12 litre engines 116 197

Oil cooler for 16 litre engine

28 © Scania CV AB 2009, Sweden 01:03-01

 Lubrication system

Centrifugal oil cleaner

The centrifugal oil cleaner has a rotor which is
made to rotate by the force of the jet of
lubrication oil spraying through two nozzles in
the bottom of the rotor.
Foreign particles are thrown against the rotor
wall where they stick and form a solid coating.
The centrifugal cleaner should be disassembled
and cleaned in accordance with the intervals
stated in the Scania Inspection Programme.
A relief valve, regulating the pressure in the oil
system, is located in the oil filter unit housing on
11 and 12 litre engines. Excessive oil is drained
back to the oil sump. Centrifugal oil cleaner for 11 and 12 litre
engines

115 751
Centrifugal oil cleaner for 16 litre engine

01:03-01 © Scania CV AB 2009, Sweden 29

Lubrication system

Oil filter
The lubrication oil passes on to the oil filter for
cleaning. The oil filter is a paper filter.
If the filter becomes clogged up, an overflow
valve opens. The engine is always supplied with
lubrication oil, but if the filter is clogged up the
lubrication oil is not cleaned.
The overflow valve is fitted in the oil filter
retainer or timing gear casing depending on the
engine type.
The filter for the 16 litre engine has a drain hole
and is drained when the filter element is lifted
out.
The oil filter should be changed in accordance
with intervals given in the Scania Inspection
Programme.

Oil filter for 11 and 12 litre engines

116 196

Oil filter for 16 litre engine

30 © Scania CV AB 2009, Sweden 01:03-01

 Turbocharger

Turbocharger

The turbocharger increases the air mass in the

engine cylinders. The extra air means that the
engine can burn more fuel. An engine with a
turbocharger thus produces a higher power
output than the same engine without a
turbocharger.
The turbocharger consists of a turbine and a
compressor. The turbine is driven by the engine
exhaust gases. The compressor compresses the
engine intake air.

03_0750

01:03-01 © Scania CV AB 2009, Sweden 31

Turbocharger

The compressor impeller and turbine wheel are The shaft is mounted on two radial bearings and
located on the same shaft. The bearing housing one thrust bearing rotating freely in the bearing
is situated between the compressor and the housing. The bearing housing is sealed off from
turbine. the turbine and the compressor with sealing
rings.
When the engine output increases, the engine
produces more exhaust gases. This increases the
speed of the turbine wheel, and thus of the
compressor. The air mass is thus automatically
adjusted to the requirements of the engine, and
no separate regulating system is required.
The compressor impeller and turbine wheel
rotate very rapidly. At full output the speed of
rotation is at about 100,000 rpm. At the same
time the temperature around the turbine wheel is
above 600°C. This places high demands on the
rotating parts, on balancing, cooling and
lubrication. If the turbine wheel or compressor
impeller is damaged, the turbocharger must be
renewed.

100 154

32 © Scania CV AB 2009, Sweden 01:03-01

 Turbocharger

A blocked air filter will cause excessive vacuum

in the intake pipe. There is then a risk of oil mist
being drawn from the bearing housing.
If the sealing ring on the turbine side is worn,
the exhaust gases will be blue when idling.
Foreign particles, for example grains of sand or
metal particles, in the turbine or the compressor
will ruin the vanes of the wheel. This will lead
to imbalance and bearing wear. The power
output of the engine decreases, and if the engine
is still running the reduced air supply may cause
overheating and engine damage. This type of
overheating is not visible on the coolant
temperature gauge.
Even small leaks in the line between the air filter
unit and the turbocharger will cause dirt to be
deposited on the compressor impeller. The
charging pressure is reduced which results in an
increase in the exhaust gas temperature and
smoke and leads to a reduction in the service life
of the engine.
Leaks in the exhaust pipe between the cylinder
head and the turbocharger will result in a low
charge pressure.
Some engines have a smaller turbine, providing
a higher charge pressure, to meet the demands in
terms of smoke and fuel consumption at low
engine speeds.

01:03-01 © Scania CV AB 2009, Sweden 33

Turbocharger

Some engine types are equipped with a

wastegate valve. The function of the wastegate
valve is to reduce the pressure so that the
maximum speed of the turbocharger is not
exceeded.
When the pressure in the compressor housing
becomes too high, the wastegate valve opens.
The exhaust gases move past the turbine through
a by-pass tube and the rotation speed in the
turbocharger is reduced.

101750

101749
Turbocharger without wastegate valve Turbocharger with wastegate valve

8 7

4 1

6 3 5 2
127 579

1 Air in 6 By-pass tube

2 Air to the engine 7 Compressor
3 Exhaust gases from the engine 8 Turbine
4 Exhaust gases out 9 Wastegate valve
5 Pressure regulator

34 © Scania CV AB 2009, Sweden 01:03-01

 Turbocharger

Charge air cooling

By cooling the air after the turbocharger, the
cylinders can be filled with more air, more fuel
can be burnt, more power can be developed by
the engine and lower emission levels are
obtained.

Air-cooled, DC engine
The intake air after the turbocharger passes
through the charge air cooler which is positioned
alongside the radiator.

Liquid-cooled, DI industrial and marine

engine

The intake air after the turbocharger passes

through the charge air cooler which is located on
the inlet pipe. The charge air cooler is cooled by
engine coolant.

01:03-01 © Scania CV AB 2009, Sweden 35