Let's celebrate the International V8 Day!

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Scania Group Press Release  /  March 10, 2016

Today we celebrate the International V8 Day. V8 engines have found a place in everything from Rolls-Royce cars to Scania trucks, boats, buses and even motorcycles. Meet Italian transport company owner Orfeo Nogara who fell in love with the V8 the second he heard the rumble.

Orfeo Nogara was 22 when he purchased his first Scania truck (http://www.scania.com/group/en/v8-flower-power/).

The year was 1987 and, having decided to become a truck driver, Nogara went with his father to purchase a 450 hp V8 from a family friend who was a Scania dealer.

From that humble beginning, Nogara’s transport business has grown to include a fleet of 30 Scania trucks, all of them equipped with Euro 5 and Euro 6 V8 engines.

“I fell in love with Scania and its V8 engines from the moment I turned the key and heard the rumble of the engine in my first truck,” he says. “And in a career spanning almost 30 years, their performance and reliability have always helped me do my work well.”

Based in the village of Sandrigo, Veneto, about 75 kilometres to the west of Venice, Trasporti Internazionali Nogara Orfeo has long specialised in transporting flowers and food.

“Our main business involves collecting fruit and vegetables from a big food depot in Verona and transporting the best Italian produce to northern France, the UK, Germany, Belgium and the Netherlands,” Nogara says. “Once the goods are delivered, we travel to Amsterdam to collect Dutch flowers to be transported quickly back to Italy.”

Using Scania’s powerful V8 engines to transport fruit, vegetables and light and delicate loads of flowers may seem like overkill. However, Nogara is quick to explain why these engines have always been his first choice.

“The V8 trucks are fast and very reliable,” he says. “They allow my drivers – there are always two per truck – to travel non-stop from departure to arrival while maintaining high average speeds. As for mechanical problems stopping trucks on the road, I can only remember that happening twice in almost 30 years of working with the more than 100 Scania V8 trucks that have served my business.”

Nogara says speed and reliability are fundamental to the company. “Fruit and vegetables have to be delivered fresh to the various markets,” he says. “Cutting transport times and never having to stop along the way is essential to satisfying our customers. Scania V8 trucks have always helped me achieve this objective.”

Nogara has remained loyal to Scania in recognition of both the good work done by the company’s V8 engines and the excellent advice and support provided by Scandipadova in Padua, the dealer from which he has purchased all his Scania V8 trucks.

“I feel at ease with Scania and my local dealer, and I really don’t see why I should change a winning combination,” he says. “What’s more, having bought so many Scania trucks, I feel like a small shareholder in this Swedish company.”

International V8 Day

Today we celebrate the International V8 Day. On this day in 1932, the first Ford V8 engine left the factory. While it wasn’t the first V8 engine produced, a new casting method meant that Ford could now produce the engine at lower cost and in higher volumes.

Since then, V8 engines have found a place in everything from Rolls-Royce cars to Scania trucks, as well as in boats, buses and even motorcycles. The big attraction to enthusiasts is the sheer power of the V8 and its distinctive rumble.

Follow the festivities in social media using the#V8Day hashtag.

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The Scania V-8 Celebration -  “Get the Feeling”

http://www3.scania.com/en/V8/GB/Celebration/

The V-8 in 3D

The sound of the Scania V-8

The Facts

The History

V-8s around the world

Downloads:  V-8 Screensaver and V-8 mobile ringtone

                      

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What some of the world's truck operators have to say about their pedigreed Mack V-8 engines:

 

Once again, I took my E9 at 87,000lbs gross up I-81 to I-84 from PA to Boston MA and averaged 6.7mpg. Life is good with a V-8.

I've been approached by more people in the last year than I ever have wanting to buy my Superliner E9. I just tell them no because there is nothing out there today that will replace it or even come close to it. Their next question is where can they get one. I just wish they had showed interest in E9's when they were in production, maybe we could still get one today. The funny thing is most of these guys are driving Ca- powered Pete's and KW's.

I had a time trying to explain to a friend he was wasting his time trying to outpull my E9 on hills. He bought a new Pete with a 475 high torque CAT- that didn’t work. Then he took it to 550 - that didn’t work. Then he bought a 625 ecm for it and I sold the truck but I doubt it would have done it either.

First off, the MP10 isn't cheap to produce because it's a niche product that can share few parts with the more common Volvo 11 and 13 liter engines. A V8 has the cost advantage that the cylinder dimensions will be similar to a smaller 6 and can share many parts and thus be built at lower costs. Second, Volvo's argument that the V8 didn't sell in sufficient volumes is bull- If Volvo had offered the V8 worldwide like Renault did the volumes would have been adequate, especially in markets like Scandinavia where 52 and 60 ton GCW limits are common.

What Volvo doesn't comprehend is the emotional draw of the V-8... Sort of like how the distinctive sound and feel of Harley's V-Twin alone sells a lot of bikes. I was in South Dakota yesterday and saw over a dozen 13 axle double trailer "road trains" and even a 17 axle one. But not a single one was pulled by a Mack, they we're all hooked to Paccar products. One of the most memorable SD "road trains" in my experience was pulled by a V-8 powered Superliner... I could identify it's unmistakable roar before it came into sight! If Volvo had allowed Mack to revive the V8 in a new Superliner chassis, Mack would be the best selling truck in the high GVW states of the west and Canada.

On my ride in South Dakota yesterday I saw at least a dozen 13 axle grain trains and the 17 axle side dump train I posted over at www.gearheadgrrrl.com. SD has no maximum weight limit or overall length limit, just Formula "B" and the trailers and dolly in a doubles train are limited to 81-1/2 feet in length. Thus those 13 axle trains can run at around 150k GCW and the 17 axle train about 170k! So these trucks are running at twice the STAA weight limits of 80k GCW, and it's not rocket science that they need twice the horsepower and torque. Even the MP16 at SD maximum weights is going to be the equivalent of a 300 HP torqueless wonder 8 liter "midrange" engine. An MP8 isn't gonna cut it at these weights, and the Mack V8 was just gettin' warmed up at the 500 HP rating with 700 HP and higher ratings waiting in the wings. Then factor in the easier packaging of the V8..... For Canada and a lot of permit haulers the Titan is about a foot too long. Imagine if the V8 Mack was still on the market, drawing in buyers with its efficiency and power, and hooking 'em with it's lusty lyrics!

I think the last CL with an E9 is in Hagerstown at the powertrain plant. It is equipped with V-MAC technology and everything about it is computer controlled. Many people have tried to buy it but as far as I know it's still there. I have been told that the E9 was going to make a come back in 2003, it was beating the six bangers in fuel economy on the test stands and conforming to all the EPA standards but the Volvo purchase took place in 2002 and the E9 program was canned to make way for the MP-10/D-16 engine.

I have 2 E9's running right now. One in a 1987 Superliner with a E9-400 that's never been pumped up, and the other in a 1990 Superliner with an E9-500 that's pushing 600-650 hp. Every truck driver I have ever talked to has a V8 Mack story. They either tell you about one they drove and how well they liked it or how one blew their doors off. If you ever drove one that was right you don't want anything else.

I am currently doing an in-frame overhaul on mine which is the 1990 Superliner. Parts are getting very expensive but no more than any other comparable engine. I'm going to have between 6k and 7k in this overhaul not counting labor. My friend with a C15 550 CAT just spent more than that overhauling his engine. I have 2 spare E9 engines and I think while parts are still available I'm going to start building another one for the next go round cause I don't want nothing else.

Most people that I have talked to really like that E9 V8 engine. In talking with the folks at the Mack museum, some of the development stuff is still proprietary but I met someone from the Mack plant at the Macungie show last week and he will try to put me in touch the some folks in Hagerstown. Apparently, they still hand-build a few E9's per week for export only. Once I have some names, I'll make a trip down there and see what materials that might be available for public consumption.

My Dad and I both had a couple of E9's I swear by them. Once you have one it's hard to go back to anything else. The only major things we ever had was on the 94 CL E9 500 had some bad injector o-rings and she filled the crankcase right up with fuel when it was almost new. the 90 Superliner E9 400 my Dad blew a coolant hose off on a and got it a little too hot and it dropped a valve seat and cost him a head, piston and liner about 5or 6 months later. and the 92 MH E9 450 I had had a couple of pitted liners and put coolant in the oil, I did an in-frame on it and still have the engine now in my 89 Superliner.

I'd just like to add my bit about the mighty V8 Mack engine. While I will agree to some of the comments made about EPA regulations, the point is that it could have been achieved. But I don't think Volvo wanted to at the end of the day. The new MP10 is just a Volvo engine. It is NOT a Mack engine. You can paint it red, call it MP10, say that it is a monster of an engine, but it still a Volvo engine. Here in Australia, the so-called “new breed” Mack are just rebadged Volvos. I believe that this Volvo's way of destroying the brand just so they can use the Mack name to push there product. If I wanted a Volvo, I would have bought one. I DON'T LIKE THEIR TRUCKS, and I couldn't care how good they are. If the v8 was to continue to be produced, then people would still buy the V8. Like the guy before said, Scania, Benz and MAN can do it then, so could have Mack. They are just making excuses to justify their decision not to.

I think the thing that pisses everyone off about Volvo is the fact that Volvo keeps replacing Mack parts with Volvo parts. Now on the other hand if you look at a company like Daimler who owns Freightliner and western star they have taken the Detroit diesel engine designed and built here in the USA and are using it in their own trucks in the USA as well as Germany . In my opinion Mack truck would have been a better company today if it was part of the Freightliner western star group they probably would still be using their own engine design as well as many other of their own designs from yesteryear.

I was at a meeting with Detroit Diesel just before the DD13 thru 16 came to market and was told by the German representative that the motors were a joint venture including not only Detroit America engineers but mechanics as well from both countries. So I think that American engineering is to be respected as well. Now this is where Volvo need's to come down from there high horse and start to respect the American consumer. WE DON'T LIKE BEING PIS…ED ON AND TOLD THAT IT'S RAINING!!! Volvo never built a drivetrain like Mack and never will. But they are going to try and that will be the downfall of the “Greatest Name in Trucks”! They keep pushing aside American engineering an technology, and think their engineers are the greatest thing since ice cream.

I talked with a man in KY who had 12 [Mack V-8s] in RW's and CL's. The newest was a 95 and he had already retired 8 more current trucks. All had over 500,000 miles hauling coal 120,000lbs at a time. He adjusted the valves and retorqued the head bolts every year, did rod and main bearings at 500,000 and had only had two go down. He told me one that went down only had 45,000 miles on it and Mack rebuilt it under warranty and it was still running. The other had a valve seat come out of a head around 650,000. I talked to him for hours just listening to someone that seemed to know what he was talking about. In his opinion, it was a great engine and when his trucks were finally wore out he was getting out of the business. He had tried an ETECH 460XT, Cummins N-14 525 and Cat 3406E 550, and none of them pulled the hills and lasted like the Mack E9. He told me to replace my rod and main bearings every 500k and to run the overhead and torque the head bolts once a year. And if I ever had a head off, he said to replace all the head gaskets and bolts and start with the once a year thing again and I wouldn’t have any issues. I’ve noticed driving my last E9 truck that they don’t need to be revved more than about 1600 to do anything. If you run em higher, you just burn more fuel. Just let the engine do the work (not your foot) and take care of it and you will be fine.

Our [Mack E9 V-8] ran 30,000 hours. It started to seep coolant into the oil and we tore it down and did a complete overhaul. All that was wrong was one liner had some pitting. We have all 8 pistons and 7 liners for spares just in case. E9s are awesome engines. (BMT’s very own Logtruckman)

[kscarbel2]

The Mack Trucks V-8 Engine Range

 

Model                           Liters               Horsepower    Torque                         Note

ENDD864                    14.16   237 @ 2,000      930 N.m @ 1,400

END864                      14.16   255 @ 2,300      866 N.m @ 1,700

END864B                    14.16   270 @ 2,300      911 N.m @ 1,800

ENDT864                    14.16   325 @ 2,300   1,068 N.m @ 1,600       

ENDDT865                 14.19   285 @ 1,900   1,308 N.m @ 1,400

ENDT865                    14.19   325 @ 2,100   1,491 N.m @ 1,350

ENDT866C                 14.19   355 @ 2,100   1,410 N.M @ 1,500

ENDT866                    14.19   375 @ 2,200   1,410 N.m @ 1,600

ETAZ1000                   16.36   400 @ 1,900   2,060 N.m @ 1,230

ETAZ1005A                 16.36   400 @ 2,100   2,060 N.m @ 1,230

EM9-400                      16.36   400 @ 2,100   2,061 N.m @ 1,230  (55% torque rise)

EM9-400R                   16.36   400 @ 1,700   2,061 N.m @ 1,230  (23% torque rise)

E9-440                        16.36   440 @ 1,800   2,027 N.M @ 1,300  (16% torque rise)

E9-400                        16.36   400 @ 1,900   1,796 N.m @ 1,300  (20% torque rise)

E9-450                        16.36   450 @ 1,900   2,027 N.m @ 1,300  (20% torque rise)

E9-500                        16.36   500 @ 1,900   2,251 N.m @ 1,300  (20% torque rise)

 

EE9-500                      16.36   500 @ 1,900   2,000 N.m @ 1,300     Europe – Renault Magnum AE500

EE9-520                      16.36   520 @ 1,900   2,250 N.m @ 1,300     Europe – Renault Magnum AE520

EE9-530                      16.36   530 @ 1,900   2,250 N.m @ 1,300     Europe – Renault Magnum AE530

EE9-560                      16.36   560 @ 1,900   2,450 N.m @ 1,300     Europe – Renault Magnum AE560

 

EN9-500                      16.36   500 @ 1,900   2,173 N.m @ 1,300     Australia / New Zealand

EN9-525HP                 16.36   525 @ 1,900   2,251 N.m @ 1,300     Australia / New Zealand

EA9-575HP                 16.36   575 @ 1,900                                       Australia / New Zealand

EA9-610HP                 16.36   610 @ 1,900   2,779 N.m @ 1,300     Australia / New Zealand

 

E9-700  (French Army)  16.36    700 @ 2,400           TRM 700-100 tank transporter

E9-750  (French Army)  16.36    750 @ 2,400           AMX-30 B2 main battle tank

E9-900  (French Army)  16.36    900 @ 2,400           Two-stage turbocharging (4 turbos)

E9-1000 (French Army) 16.36  1,000 @ 2,400          Two-stage turbocharging (4 turbos)

 

DME-9-500                  16.36   500 @ 2,100                                       Daytona Marine Engine

DME-9-550                  16.36   550 @ 2,100                                       Daytona Marine Engine

DME-9-700                  16.36   700 @ 2,500                                       Daytona Marine Engine

DME-9-720                  16.36   720 @ 2,500                                       Daytona Marine Engine

DME-9-750                  16.36   750 @ 2,500                                       Daytona Marine Engine

DME-9-820                  16.36   820 @ 2,500                                       Daytona Marine Engine

DME-9-880                  16.36   880 @ 2,500                                       Daytona Marine Engine

DME-9-925                  16.36   925 @ 2,500                                       Daytona Marine Engine

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Volvo Group terminated Mack E9 V-8 engine production at Hagerstown in 2003.

Mack Trucks had planned to re-launch the E9 V-8 in 2003 with Bosch electronic unit pump (EUP) injection, the leading injection technology at that time and in use by most truckmakers including Renault and Cummins-Scania (HPI).

Revisions allowed the Mack E9 to meet the latest EPA standards while delivering superb power and fuel economy.

However, Mack engineering was snubbed by Volvo Group. Volvo cancelled the pedigreed Mack E9 in favor of the upcoming Volvo D16 (rebadged as MP10).

For 2017, Volvo is finally launching common rail fuel injection in the US market. In 2014, Volvo introduced common rail fuel injection on its global market Euro-6 (near EPA 2010).

Scania introduced common rail fuel injection (Cummins-Scania XPI) for its Euro-4 and Euro-5 spec engines way back in 2004. Even most Chinese truckmakers had standardized on Bosch common rail fuel injection (with Bosch EDC7 electronic management) by 2010.

(As much as I liked the ultra-reliable mechanical American Bosch (AMBAC) injection pumps years ago, I can assure you that Bosch common rail fuel injection is even more reliable!)

Like the 16.4-liter Euro-6 rated Scania DC16 V-8 rated up to 730 horsepower in truck applications, an SCR/DPF and Bosch ultra-high common-rail equipped Mack E9 V-8 (with now industry-standard CGI block) would meet EPA2010 emissions standards, and prove far superior to the Volvo D16 (aka MP10) in both performance and customer following (listen to and satisfy the customer!).

The E9 V-8, a signature Mack product, will forever be a legend in the US truck community. The successful Mack E9 was the envy of the competition, having the V-8 truck segment all to itself.

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V8 – Power in style

Launched at the end of the 1960s, Scania’s first V8 engine was Europe’s most powerful truck engine and it held this distinction for many years.

Scania is continuing this tradition with its latest top-of-the-line V8, which has the highest torque and power ratings of any V8 truck engine. But it’s not just about power. The V8 also meets the requirements of all the different Euro (and equivalent) standards, and stands ready to meet future environmental standards. The Scania 730 hp V8 in many ways represents the beginning of a new era, a new reign in the kingdom of high-output engines.

The V8 is based on Scania’s modular engine platform, introduced in 2007 on inline engines. It features a completely new design, yet it shares fundamental architecture and many components with its siblings in the Scania engine dynasty.

http://www3.scania.com/en/New-V8-truck-range/Line-up/

http://www.scania.com/group/en/section/solutions/trucks/v8/

 

[mrsmackpaul]

They had some balls in the Aussie E9's  and yeah I reckon they have a special sound all of their own get west a bit and you can hear a E9 rumble for half a hour on a still night before you see the lights OH YEAH they go hard and sound good   

 

Paul