Team Manne Van Janne Truck Puller team from the Netherlands.
#1
08-21-2010, 03:00 PM
Team Manne Van Janne Truck Puller team from the Netherlands.
Hello my name is Ruud Visser. I’m from the Netherlands and your team runs this Scania 164L 560 Truck Puller.
In short some of the specifications:
ECU system: Adaptronic e1280s
Engine: DC1601 V8 15,6liter 32Valve
Max RPM: 2900
Estimated Hp: 1600
Diesel Injection system: Ported standard BOSCH pump injectors.
Turbochargers: 2x HX60 Holset running @ 4bar or 58PSI.
Charge air cooling system: Intercoolers placed in water tank.
Gearbox: ZF
Rear axel: DAF
Max weight including drivers: 9500Kg
100 meter pull in about 10 to 14 seconds.
Truck pulling must be popular in the Netherlands as we run more than 50 trucks in different classes.
For those living close to or in the Netherlands on 3 September we have the biggest truck pull event in Europe in a village called Almkerk.
We run the Scania 164L 560 in the Class 1 Super Sport 9,5 ton with is the top level of the competition.
The smallest engines in our class are only 13L or 793 cubic inch and the biggest is close to 18L or 1098 cubic inch and they are domination the class for many years.
Aldo the large difference in engine displacement is a lot, the performance of the engines is not that far apart due to the fact that some team run on traction and massive torque @ low RPM and others go for speed having a smaller Rpm range.
The second difference will be the fuel system and volumetric efficiency of the smaller modern engines.
The DC16 Scania engine:
Scania still makes the most fuel-efficient engine as far as I know and that shows.
The only modifications we made to the 630Hp as standard engine so far where fitting two HX60 turbochargers with a good aftercooler system, some small modifications to the liners and we increased the fuel pressure a bit and fitted an aftermarket ECU.
Being a modern diesel engine with electronic fuel injection you can do a lot more than using a conventional fuel pump.
On start-up we don’t have to spool-up the turbochargers as we use a combination of post injections and fuelcut to boost up things without overshooting the max RPM.
Also when we got the Pulling Sled moving it can happen that the need for engine power drops very fast giving a boost drop as well. Ones the Sled digs into the ground you will need all the power and boost resulting in a RPM drop.
The way I programmed the ECU is to reduce torque by retard the injection and if this will overspeed the engine we start cutting fuel on half of the cylinder still maintaining most of the boost pressure this way.
Keeping the enginespeed under the max of 2900Rpm is mandatory as 2901Rpm will be disqualification.
The framework:
A lot of afford is made to the framework of the truck to stiffen things up.
We have done this so the truck goes straight over the track and the framework dos not bend under the massive torque lifting both front wheels @ the same time.
The advantage is also that the change that the truck starts to jump on the rear wheel is a lot less preventing damage to the drive train.
The disadvantage is that we have to mount the engine in the original place and in a Scania that very up front in the framework so the truck is frond heavy. To compensate for this we have the smallest cabin fitted in from a truck with a 6 line engine and rebuild the complete underside to fit the V8 engine. Also the intercoolers are behind the cabin not only bringing more weight to the back but this will also make it easier to service.
Setting the truck up for a run:
The set-up is a combination of tyre pressure and shifting the weight of 1500Kg from the rear axle to the front of the truck to prevent that we lift the truck to far from the ground and reduce traction as the angle between the sled and the pulling hook giving less downward pressure on the rear axel.
As we can only use truck parts we use a ZF 16 speed gearbox and we only use 4 gears in total.
Loads of pictures and info on our team web site De Manne van Janne
Truck pulling web site Welkom op Truckpulling.nl
Last week Dyno test:
In short some of the specifications:
ECU system: Adaptronic e1280s
Engine: DC1601 V8 15,6liter 32Valve
Max RPM: 2900
Estimated Hp: 1600
Diesel Injection system: Ported standard BOSCH pump injectors.
Turbochargers: 2x HX60 Holset running @ 4bar or 58PSI.
Charge air cooling system: Intercoolers placed in water tank.
Gearbox: ZF
Rear axel: DAF
Max weight including drivers: 9500Kg
100 meter pull in about 10 to 14 seconds.
Truck pulling must be popular in the Netherlands as we run more than 50 trucks in different classes.
For those living close to or in the Netherlands on 3 September we have the biggest truck pull event in Europe in a village called Almkerk.
We run the Scania 164L 560 in the Class 1 Super Sport 9,5 ton with is the top level of the competition.
The smallest engines in our class are only 13L or 793 cubic inch and the biggest is close to 18L or 1098 cubic inch and they are domination the class for many years.
Aldo the large difference in engine displacement is a lot, the performance of the engines is not that far apart due to the fact that some team run on traction and massive torque @ low RPM and others go for speed having a smaller Rpm range.
The second difference will be the fuel system and volumetric efficiency of the smaller modern engines.
The DC16 Scania engine:
Scania still makes the most fuel-efficient engine as far as I know and that shows.
The only modifications we made to the 630Hp as standard engine so far where fitting two HX60 turbochargers with a good aftercooler system, some small modifications to the liners and we increased the fuel pressure a bit and fitted an aftermarket ECU.
Being a modern diesel engine with electronic fuel injection you can do a lot more than using a conventional fuel pump.
On start-up we don’t have to spool-up the turbochargers as we use a combination of post injections and fuelcut to boost up things without overshooting the max RPM.
Also when we got the Pulling Sled moving it can happen that the need for engine power drops very fast giving a boost drop as well. Ones the Sled digs into the ground you will need all the power and boost resulting in a RPM drop.
The way I programmed the ECU is to reduce torque by retard the injection and if this will overspeed the engine we start cutting fuel on half of the cylinder still maintaining most of the boost pressure this way.
Keeping the enginespeed under the max of 2900Rpm is mandatory as 2901Rpm will be disqualification.
The framework:
A lot of afford is made to the framework of the truck to stiffen things up.
We have done this so the truck goes straight over the track and the framework dos not bend under the massive torque lifting both front wheels @ the same time.
The advantage is also that the change that the truck starts to jump on the rear wheel is a lot less preventing damage to the drive train.
The disadvantage is that we have to mount the engine in the original place and in a Scania that very up front in the framework so the truck is frond heavy. To compensate for this we have the smallest cabin fitted in from a truck with a 6 line engine and rebuild the complete underside to fit the V8 engine. Also the intercoolers are behind the cabin not only bringing more weight to the back but this will also make it easier to service.
Setting the truck up for a run:
The set-up is a combination of tyre pressure and shifting the weight of 1500Kg from the rear axle to the front of the truck to prevent that we lift the truck to far from the ground and reduce traction as the angle between the sled and the pulling hook giving less downward pressure on the rear axel.
As we can only use truck parts we use a ZF 16 speed gearbox and we only use 4 gears in total.
Loads of pictures and info on our team web site De Manne van Janne
Truck pulling web site Welkom op Truckpulling.nl
Last week Dyno test:
#3
08-22-2010, 07:00 AM
I think 2900Rpm will do as for all the teams it’s just a hobby. It’s not like you can bay upgraded parts as we have to custom build all the parts for these engines.
Two only teams have support by the manufacturer of the engines.
The second thing is that a lot more needs to be done safety wise if you want to go up in Rpm.
Than we need to fit protective material around the clutch and so on.
Personally I think setting these roles makes a more competitive.
Last year the class 1 truck had a 10,5 Ton weight and many teams where damaging the drive train as the power went up every year so this year we went down to 9,5Ton.
The second thing was that it was very hard for the sled to stop the trucks on some tracks as we run on traction.
This year the speed on the track has going up a lot with makes is more spectacular but the down side is that the front wheels are coming hardly from the ground.
Two only teams have support by the manufacturer of the engines.
The second thing is that a lot more needs to be done safety wise if you want to go up in Rpm.
Than we need to fit protective material around the clutch and so on.
Personally I think setting these roles makes a more competitive.
Last year the class 1 truck had a 10,5 Ton weight and many teams where damaging the drive train as the power went up every year so this year we went down to 9,5Ton.
The second thing was that it was very hard for the sled to stop the trucks on some tracks as we run on traction.
This year the speed on the track has going up a lot with makes is more spectacular but the down side is that the front wheels are coming hardly from the ground.
The following users liked this post:
Rustin (08-23-2010)
#5
08-23-2010, 01:55 PM
Banned
#6
08-23-2010, 04:22 PM
#7
09-01-2010, 09:32 AM
The last even in Eerde Holland was very wet so we did a bit of mud resoling trying to throw the dirt over the sled.
The Dyno testing on the Scania 164 did work out having a lot more horsepower than before and we were able to get the fasted speed on the track making the full pull look like a easy job compared to the other trucks.
In the super final we did have bad luck blowing up the injector controller so we came less than 50cm short to become second.
Next event will be Almkerk The biggest European truck-pulling event with 50 trucks competing
The Dyno testing on the Scania 164 did work out having a lot more horsepower than before and we were able to get the fasted speed on the track making the full pull look like a easy job compared to the other trucks.
In the super final we did have bad luck blowing up the injector controller so we came less than 50cm short to become second.
Next event will be Almkerk The biggest European truck-pulling event with 50 trucks competing
Last edited by rvengineering; 09-01-2010 at 12:14 PM.
#10
09-26-2010, 04:04 PM
Today we had a demo run in Cromvoirt Holland on sand track.
We have asked the sled operator to start the pull 10 meters before the normal track so we had more space in case we did go to fast on the full pull line to stop it all.
Most demo’s are run with a shorter sling between the truck and the sled and this will give more traction and wheelies.
For me it was the first time that we had to run with a short sling and man the amount of traction this gives and the acceleration you get from the start. We where running one second faster than all the other compeditors runing a 11.3 seconds on a 100 meter pull.
Onboard
We have asked the sled operator to start the pull 10 meters before the normal track so we had more space in case we did go to fast on the full pull line to stop it all.
Most demo’s are run with a shorter sling between the truck and the sled and this will give more traction and wheelies.
For me it was the first time that we had to run with a short sling and man the amount of traction this gives and the acceleration you get from the start. We where running one second faster than all the other compeditors runing a 11.3 seconds on a 100 meter pull.
Onboard
