New engine options

Maxxforce is MAN D28 engine. It is Common Rail. Yeah, they offer non SCR engines in EU and in the USA, they say they use very precision EGR and it is one problem. In EU they sell this engine with SCR too, and seems to me the will start SCR in the USA in 2012.

Really, I do not like this engine for some reasons. First of all - CRD technology. Really new for class 8 trucks. There are no so many experienced diesel technicians, it is fuel quality sencetive and there are some winter use issues.

Drivers clame on limited with electronics low end torque, you have to shift down frequantly.

But when you look arond you see that Mercedes OM471 and DD15 are CRD too, and with SCR. Volvo engines are all with SCR, Paccar MX is with SCR, but they use very unusuall fuel system. It is like a mix of PLD (cam driving PLD ingection pumps) and CRD injectors with electronically controlled nozzle.... well, all new engines are complicated.

 

International keeps sending me emails, newsletters, etc all the time. Doesn't seem that they will need SCR in 2012. They got certification passed on 2010 requirements. I know they were using "credits" with EPA early on, but they finally got the 13 and 11 certified. Now how it plays out with the Maxxforce 15 later, we'll have to see. That is a Cat engine with their goodies added on. That may prove to be a tougher issue to tackle without SCR.

CRD works pretty well in the diesels I have with CRD. Have never had any fuel issues with common rail. Actually, I like it a lot. There is equal fuel pressure at all injectors making for a uniform combustion. The Maxxforce may be a little more picky on fuel. They really cranked up the rail pressure on those engines compared to the ones I own. Common rail is the defacto design nowadays. Detroit, International, Cummins, Paccar, etc are all using common rail.

I constently ask various techs about the maxxforce engine when I pull into the International dealers from time to time to pick up parts and what not. It has been a mixed bag of reponses. Some techs are giving is more favorable comments now that International moved some of the EGR cooler junk off the top of the engine and put it out front, making it easier to work on. Some techs have actually had pretty favorable comments on the engine.

But like Pablo said, just about everyone's engine nowadays is pretty complicated and time consuming to work on. You will always get a mixed bag of reviews from the techs to turn a wrench on them.

 

When one Injector leaks fuel to return line all the section is disabled with one faulty injector.

About paccar. Paccar MX is not CRD, it is PLD engine with electronically controlled inhector, like in CRD.
http://www.daf.com/SiteCollectionDocuments/Products/PACCAR-MX-engine-info-sheet.pdf

Small CRD engines with Paccar label are all Cummins engines with Bosch ECM and Bosch fuel system.

Why CRD? this technology is very presision and to achive E6 and EPA2012 standards Mercedes/Detroit Diesel will use it too. Cummins wants to continue HPI, but if they make CRD engines for smaller trucks they may start CRD engine for Class 8 trucks too.

New emission requirement are really difficult to follow. So to many emission crap on new engines.

 

the xpi injection on 2010 cummins isx and scania dsc13 euro5 is a common rail type system

 

injectors on 5.9 cummins and 6.4 powerstroke start failing after 100k its going to be something to see if the ISX injectors will last

 

http://truckinginfo.com/trucks-trailers/news-detail.asp?news_id=73020&news_category_id=66

 

small correction it is d26 and there is no egr e5 engine in EU except on small d08 , bus engines , and some ( very limited) models in UK but only up to 440 and this one id d26 not d20

scania also use it on dc9 and new dc16 ( 730)

and small correction there is no dsc13 only dc13 letter S is only on engines before euro 3 , euro 3 and latter are dc or dt

 

Scania v8 with 730 horses. With a torque of 3500nm on 1000-1350 rpm.

And you got a nice sound to