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1] INTRODUCTION

1.1 General Information V8 engines, what to expect

The following information regarding O/E engine specs and capacity, is for

those that have asked, As well as for those that did not ask, but felt they needed to

know.

3.5. =89.5mm bore Std 3.5 crank

3.9. =94mm bore Std 3.5 stroke crank

4.2. =94mm (3.9 bore ) plus and 4.2 longer stroke crank

4.0 is the same capacity as 3.9 but uses later big journal crank and is cross bolted

4.6. + 94mm bore (As per - 3.9 & 4.0) but uses later big journal (long stroke) crank

and is also cross bolted as is 4.0.

Stage 1, Stage 3, as above and 4.8, 4.9, 5.2 big capacity big strength upgrades

are 'Specials', & are available only & exclusively from / through us.

Whilst we realize, others, may try to copy our V8 Engine’s, highest specifications’, &

us

Be assured 20 years of V8's and all they have to offer & have been fitted to,

This can never be duplicated overnight or short term, by the 'now' so many 'free

loader' and 'discounted suppliers’. We strive to offer, (whilst & wherever possible)

without compromise, First class 'Phone, mail and web based assistance' at all times,

and we like to think, A second to none service. Backed up with an un-equaled, many

years of diverse, and day to day Rover V8 experience to call upon.

For Land Rover's, Range Rover's, Discoveries, TVR's, TR8's, MGB's,

Morgan’s, SD1's Marcos's, Cobras's, Westfields, Dax's, other Kit car and custom cars,

Trikes, Planes & more !!!..

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1.2 V8, general information:

Almost all used Rover V8 engines that have covered in excess of 70000

miles, will be suffering or beginning to suffer from worn camshaft, Lifters & a

stretched timing chain This is normal with the V8, but because these engines are

amongst the most forgiving

The result is a gradual decrease of engine efficiency and economy that goes

quite unnoticed to start with, this is due to the fact that although you have eight

cylinders, the major loss of efficiency, in only one or two of them (typical of a worn

camshaft) may not be apparent until perhaps having failed completely, as the

remaining good cylinders will mask the power loss effectively until severe enough to

make replacement unavoidable, however if left this long many other engine

components will have suffered due to this and can lead to an engines condition being

far to bad for an inexpensive overhaul..

Why unnoticed?. With the hydraulic tappets taking up the clearance, as thing

wear away, by the time you get to hear them, they are already very worn. The initial

problem will be a gradual loss of power over a few thousand miles, Also you will

notice the need for changes in carburettor and ignition settings to cope with the

excessive emissions produced, "seemingly" from the engine as a whole but more

likely, the individual cylinders that are suffering the most camshaft wear (causing loss

of full or correct valve lift).

This change in emissions, (High CO. and HC) is why most mechanics would

be incorrect when they advise that your Carburetion or ignition is in need of attention,

when in fact the problem is more likely with the Camshaft wear and erratic ignition

and cam timing due to the timing chain stretch.

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2] ENGINES

Classification of V8 Enignes:

The V8 Engines are classified as below:-

1. 9-Litre Engines:

2. 11-Litre Engines:

3. 12-Litre Engines:

4. 16-Litre Engines:

2.1 9-litre engines: inline six covering applications from 16 to 32 tonnes.

9-litre engines have been progressively refined over several years. They have

gained a reputation for reliability that has become legendary.

The constant stop-start of urban delivery and pick-up work is not made any

easier by high-density traffic. That’s why these 9-litre engines have great flexibility,

making them easier to drive economically in these conditions. When local urban

conditions may demand the lowest possible exhaust emissions, all three versions of

the 9-litre engine can be equipped with particulate filters based on Continuously

Regenerating Trap (CRT) technology.

For construction vehicles, the 9-litre is equally well matched to the task. One

moment the truck is off the road, having to plough its way through heavy mud or keep

a grip on slippery surfaces. Then it’s on the road, heading for a delivery point that has

to be reached dead on time. Scania's 9-litre engines have got what it takes to do the

job. An engine-driven PTO is available, as well as numerous gearbox PTO options.

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Types:

The 9-Litre Engines are subdivided as –

1. 230 Engines

2. 260 Engines

3. 300 Engines

230 Engines:-

DC9 01

Maximum power: 230 hp (169 kW) at 1900 r/min

Maximum torque: 1100 Nm from 1100 to1200 r/min

Green band economy range: 1000 to 1500 r/min

Gearbox options: GR801, GR900

Major options: Scania Opticruise and Scania Retarder

Other options: Particulate trap

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260 Engines:

DC9 02

Maximum power: 260 hp (191 kW) at 1900 r/min

Maximum torque: 1250 Nm from 1100 to1200 r/min

Green band economy range: 1000 to 1500 r/min

Gearbox options: GR801, GR900

Major options: Scania Opticruise and Scania Retarder

Other options: Particulate trap

2.2 11 Litre Engines:

11-litre engines: inline six for applications up to 40 tonnes gross weight.

Choose between 340 or 380 hp. In either case, there’s plenty of muscular

output in the form of a wide, flat torque curve that copes with ease on all types of

medium and long distance work. Perfect for regional distribution. And for the

construction industry, where brisk on-the-road performance is complemented by good

off-road driveability and a massive torque output of 600 Nm engine-driven for PTO

ancillaries. The driver will find that good road performance can be maintained

without any need to stray outside the broad green field of the rev counter.

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Types:

The 11-Litre Engines are subdivided as –

1. 340 Engines

2. 380 Engines

16 litre V8 Engines:-

V8 engines: 16-litres generating massive power and torque.

Unrivalled prestige and supreme status with 480 and 580 hp.

The power is impressive, but it’s the torque that really counts. These are the

engines that set the standard for all-out performance. Yet it is not brutal raw power

that does the job, but refined combustion efficiency. Fuel economy is exemplary,

whilst there is a huge appetite for consuming hard.

For all top-weight operations up to legal limits, these engines will never become over-

stressed. In fact, they are more than a match for up to 150 tonnes gross train weight.

Types:

The 16-Litre Engines are subdivided as –

1. 480 litres 2. 580 litres

480 Engines: -

DC16 02

Maximum power: 480 hp (353 kW) at 1900 r/min

Maximum torque: 2300 Nm from 1100 to 1300 r/min

Green band economy range: 1000 to 1500 r/min

Gearbox options: GRS900

Major options: Scania Opticruise and Scania Retarder

Other options: Electronic cooling fan (will increase fuel economy by up to 2%)

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2.4 Drivability:-

Drivability, style: easy, economical driving

Engines are set up to deliver best economy at some point below maximum

torque across the central section of the torque curve. The green area of the diagram is

typical for all engines. It indicates the economical rev range – the area in which the

engine is at its most economical. It is also where the torque output of the engine is at

or close to its maximum.

Scania aims to make this area as large and as far down the rev range as

possible, so that useful torque is developed very quickly, barely 400-500 revs above

idling speed.

Torque peaks at around 1050/1100 revs and remains usefully high all the way

to 1500. This broad torque band is what makes driving a Scania for both fast journey

times and outstanding economy so easy and so relaxing for the driver.

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3] TRANSMISSION

Gearboxes: putting the driver in control of performance and economy.

Performance and economy depend as much on the driver as on the power train

under his command. The gearbox links driver to power train. A Scania gearbox is

designed to work in perfect harmony with a Scania engine. The driver therefore has

mastery of the power train so that good journey times are achieved without excessive

speed or heightened stress. Fuel economy will be consistently maintained at an

optimum level. And over the long term there will be less wear throughout the power

train, with obvious beneficial effects on reliability and the overall cost of operation.

All manual gearboxes are available with Scania Opticruise. The optional Scania

Retarder takes care of 75% of the normal brake work, leaving the service brakes cool

and fresh for emergency breaking.

GR801 An eight-speed range-change gearbox designed for distribution and light

construction applications. Available with all 9-litre engines (230, 260, 300). Compact,

rugged and uncomplicated, with a simple H-pattern shift and slick operation.

GR900 Versatile and rugged 8+1 speed range-change gearbox designed for easy

driving with engines up to 470 and gross weights from 24 to 60 tonnes. 8 forward

ratios plus a crawler.

GRS890, GRS900, GRS920 Three compact, lightweight range-splitter gearboxes of

immense strength, designed for optimised economy for long-distance and regional

distribution applications. 12 forward gears, plus two crawlers on the GRS900 and

GRS920. Cover power range from 260 to 580.

Automatic options

It offers two possibilities for automatic gearchanging: a conventional automatic

transmission or Scania Opticruise.

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3.1 GR801 Gear Box: -

GR801 8-speed range-change gearbox – rugged, uncomplicated, easy to use

The GR801 makes a virtue out of its simplicity. There are no crawler ratios, and

there is no provision for a retarder. It has low weight, which together with its compact

dimensions help to maximise the load-carrying potential.

For the vast majority of vehicles engaged in urban distribution, brisk

performance is a key factor. The likelihood is that frequent stopping and starting

together with constant variations in traffic flow will demand much gearchanging. So

the gearbox will need to have well-spaced ratios, slick, easy changing, and be

sufficiently rugged to withstand constant use. This is exactly what the GR801 offers.

These attributes will be equally important for operators of tippers and concrete

mixers.

The possibility exists to add Scania Opticruise. This option will help the driver to

achieve an optimised balance of performance and economy, with the added bonus of

virtually no clutch wear.

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3.2 GR900 Gearbox:-

GR900 8+1-speed range-change gearbox: versatile and rugged for any situation.

For urban routes, multidrop or regional distribution, and for the longest of

long-haulage and international journeys, the GR900 will be ideal. For the general

haulage operator, the GR900 offers an ideal combination of all key factors to handle

any task.

One crawler ratio makes starting on steep hills or soft ground easy, so the

GR900 is also ideal for demanding on-off road applications.

Its simplicity – based on four-speed box plus a planetary section – is a great

virtue that many drivers will readily appreciate. Its strength is more than a match for

the high-torque outputs of all Scania in-line engines.

The broad band of high torque from all Scania engines means there’s plenty of

flexibility for engaging a ratio within the green economy band. It is certainly capable

of good fuel economy, especially on routes that avoid mountainous regions or

constantly undulating terrain, where additional ratios may be more suitable. However,

the fitting of a Scania Retarder will help improve journey times and economy on these

types of roads – even more so if Opticruise is also specified.

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3.3 GRS Series GearBox:

GRS gearboxes: three range-splitter gearboxes with a broad span of ratios for

optimised economy over all types of terrain.

GRS890 12-speed is designed for less arduous road-going applications within

a power range 260 to 380 hp.

GRS900 12+2-speed is for power outputs in the range 380 to 480 hp. Two

extra-low ratio crawler gears supplement the 12 road-going gears.

GRS920 12+2-speed has all the functions and features of the GRS900, but

with added internal strength to withstand the high torque produced by the 580

hp V8 engine.

All three GRS gearboxes comprise a three-speed main section, with a range-

change and splitter. This combination provides the 12 road-going gears. For high-

speed long-distance work, the spread of ratios promotes relaxed driving, even if the

terrain imposes frequent shifting. Maintaining road speed with engine revs well inside

the green band couldn’t be simpler. Invariably, a simple split-shift is all that’s needed.

The GRS900 and GRS920 give the driver two forward crawler ratios (the lowest

being 16.38:1)

These provide immense capacity for moving heavily laden trucks on steep

gradients and over difficult surfaces, without imposing severe strain anywhere in the

power train. An important feature of the GRS gearboxes is fast, easy shifting that

minimizes torque drop when changing gear. In the high range, steps up or down

represent just 300 r/min on the rev counter. Maintaining an ideal engine speed in

relation to road speed and engine loading is therefore achieved with great precision,

leading to optimized economy. The all-synchromesh design of the box ensures that

every gear change is accomplished quickly. This is especially advantageous when

changing down to maintain uphill speeds. The closely spaced ratios at the low end can

be skip-shifted, making progress up to cruising speeds surprisingly swift.

Once cruising, a super-efficient economical speed can be maintained at all times.

Over undulating terrain, even faster and more economical driving is possible if a

Scania Retarder is fitted. For a fully optimized power train, Opticruise can be

specified.

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3.4 Automatic Transmission:-

Automatic transmission – for crawling in the slow lane or emergencies in the fast

lane.

Emergency vehicles, such as fire tenders, have road-going performance and

handling stability as priorities. Fuel consumption is not a key consideration.

Automatic transmission in a vehicle with a high power-to-weight ratio gives rapid,

safe acceleration.

At the other extreme, vehicles engaged in kerbside collection of garbage are

likely to suffer excessive clutch wear with a manual gearbox. Automatic transmission

completely overcomes the problem, leading to a lower cost of operation and easier

driving.

Automatic transmission systems specified by Scania are based on well proven

Allison units. Scania will supply the transmission required, according to the engine’s

output. Any Scania engine up to 380 hp can have one of these transmissions, though

most applications will be satisfied with performance from Scania 9-litre engines (230-

300 hp).

The Allison transmissions have a long service life and smooth power delivery.

Snatches and shocks within the power train are minimized – an important for vehicles

that are either constantly stopping and starting, or likely to be driven with extreme

vigor. Software for the gearbox is programmed to suit anticipated road performance.

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Other applications.

Since the introduction of Scania Opticruise, demand for automatic transmission

associated with applications such as urban distribution has diminished. Opticruise

offers many of the driving benefits associated with automatic transmission without a

fuel penalty, whereas automatic transmission will always have a tendency to use more

fuel.

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4] TECHNOLOGY

4.1 Modular Combustion Concept:

At Scania, we aim to produce engines with the best possible characteristics

for economy, reliability, low emissions and low cost of operation. We have always

developed new engines by starting with the creation of an optimized single

cylinder unit. Variations in aspects of the design are evaluated and refined,

leading to power outputs with the most desirable characteristics.

In the course of researching various single-cylinder engines of different

displacements, it has become apparent that cubic capacity is of itself a critical factor.

Quite simply, the potential for optimization – good economy, low emissions and

generous torque – is at its greatest when physical dimensions of the bore and stroke

are within certain critical limits. This has led to the development of the Scania

modular combustion concept.

Scania 11-, 12- and 16-litre engines are all based on this advanced concept. These

engines have identical combustion chambers and also share components such as

pushrods, valve gears, roller tappets and piston rings. Cylinder heads, liners and

valves are identical; the shape of piston crowns is also a common feature.

Cylinder heads

Each cylinder has its own individual multi-valve cylinder head. An individual

head offers a number of advantages.

Pistons

All pistons have the same shape crown, designed to deliver the best fuel

consumption and low emissions. The bowl of the piston creates the right

concentration and location of the air-fuel mix at the moment of combustion.

Depending on engine, the piston will be all aluminium, or have a steel crown and

aluminium skirt. Aluminium saves weight and has superior heat dissipation; a steel

crown is used where extra strength is needed to withstand higher combustion

pressures

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Valve gear actuation

The modular combustion chamber has a unique design of the valve actuation

system. Valve springs exert high forces to ensure fast closing. Forces for opening

come from roller tappets running on the camshaft.

Turbo charger

All Scania engines are turbocharged and charge-cooled. The role of the

turbocharger is to give a boost to efficiency, rather than outright extra power. An

important feature of the Scania turbo is its ability to give an effective boost even at

very low revs, creating the conditions needed for a rapid build-up of torque as engine

speed rises just 400-500 revs over idling speed.

Exhaust brake

It is a useful coincidence that the design aspects of the engine that promote fuel

efficiency and performance, also help to provide a more effective exhaust brake. The

exhaust brake for the 16-litre V8 engine produces 300 kW at 2300 r/min. This is a

result of the high forces needed to operate the valves and the strength and dimensions

of the roller tappets.

4.2 Turbo Compound:

Turbo compounding creates extra power by converting ‘wasted’ energy.

Turbo compounding seems to defeat the laws of physics by creating energy

out of nothing. It works by recovering energy that would otherwise be lost, or wasted.

It is a classic example of recycling. Instead of expelling ‘wasted energy’ via the

exhaust pipe, more heat is extracted from the exhaust gases by a second exhaust

turbine downstream from the turbocharger.

The second turbo (the turbo compound turbine) spins at 55,000 r/min. This

motion is passed through turbine gears and a hydraulic coupling, then through the

timing gears to the crankshaft. Stepping down the revs produces a useful boost in

torque, which when reaching the flywheel adds momentum. You get this extra driving

force without increasing expenditure on fuel.

The economical green band on the rev counter provides a wide range of

economical engine speeds, making life easy for the driver. The engine exhibits great

flexibility. The rotation of the crankshaft benefits from the constant extra drive

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coming from the turbo compounding process, helping to even out the rhythmic

pressures induced by combustion. So the engine runs more smoothly.

HOW DOES IT WORKS?

1. Input of exhaust gases from the manifold, at a temperature approaching

700ºC.

2. Exhaust gases are used to drive the conventional turbocharger, where energy is

used to boost power and torque in the combustion process. These exhaust

gases, instead of being lost to the atmosphere, are then directed to the turbo

compound unit.

3. The exhaust gases, on reaching the turbo compound unit, are still at a high

temperature (around 600ºC); the energy is used to spin the second turbine at

up to 55,000 r/min. After passing this point, the gases are down to below

500ºC, and are expelled via a conventional exhaust system and silencer.

4. The revolutions of the turbine are stepped down in various stages by

mechanical gears and a hydraulic coupling. The hydraulic coupling balances

out variations between the rotation of the flywheel and the turbo compound

turbine.

5. By the time drive reaches the crankshaft, the rate of rotation is down to around

1,900 r/min.

6. The flywheel's momentum is increased, and its rotation becomes more stable

and even.

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4.3 HPI injection System:

An innovative high-pressure injection system

The HPI (high pressure injection) system minimizes harmful emissions

without imposing unnecessary restrictions on fast build-up of torque. It is a system

that is also highly fuel efficient as a result of infinitely variable minute adjustments in

timing that ensure the delivery of fuel is always very precise.

Back to basic mechanics

The HPI unit injector is in many respects similar to traditional

mechanical injectors that have been used for many years. Fuel is pressed into the

combustion chamber at high pressure by a mechanical plunger, driven by the engine’s

camshaft. The innovation in the injector is Time Pressure Metering. The technique

uses a separate feed of fuel to the injector to adjust timing.

By making infinitely small variations in the volume of injection and timing

fuel introduced into the injector, it is possible to have precise control of the injection

and thus how it affects consumption and emissions. The ability of Scania HPI and the

timing control to optimize combustion is not compromised by different fuel qualities,

for example the level of sulphur content or variations in cetane level.

More than an economic argument

In addition to the significant benefits of high torque, good economy and low

emissions, Scania HPI has other worthwhile benefits: easy, low cost maintenance,

lower noise levels and warm fuel.

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4.4 PDE Injection System: -

A high-pressure injection system.

A diesel engine that develops high torque, returns low fuel consumption and

generates good exhaust emissions requires advanced combustion technology. There

has to be a fine balance of all parameters that create the right conditions for optimised

output. Part of that balance concerns the volume, timing and pressure of fuel injection.

Precision that gives consistent, economic performance.

With unit injectors, the process of fuel injection enters a new domain of

precision. The engine always has exactly the right amount of fuel introduced at

exactly the right moment, with exactly the right pressure. Combustion in each

cylinder is individually controlled, by varying the start and end of the injection

process – thus minimizing fuel consumption and emissions.

Precision that makes a difference for the driver.

When maneuvering in traffic or at a loading bay, engine speeds are more

stable. The use of equipment driven by a PTO is also made more convenient because

it will be easier to control.

Reliability that’s based on simplicity.

Each unit injector has its own integral high-pressure pump, individually

controlled at the point of injection. There is no need for a centralized high-pressure

pump and a complex arrangement of pipes to each injector.

This in turn means that the system is inherently more reliable than any previous

technology. Should a malfunction occur, it will almost certainly be present in only

one cylinder. This means that a truck is very unlikely to be disabled. Function testing

using built-in diagnostics takes no more than seconds and can be completed at the

roadside if necessary.

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5] ECONOMY & ENVIRONMENT

Our goal is to build vehicles that deliver outstanding operating

economy together with the lowest possible environmental impact. The principal

factors affecting fuel economy are combustion efficiency and emission levels,

aerodynamics and chassis weight. In addition, our environmental research embraces

noise: the quieter the vehicle, the better.

5.1 Fuel economy and emissions

Refining diesel technology for optimized fuel economy and lower exhaust

emissions is an important success story for Scania. As a result, there is a valuable

operational advantage for you as our customer.

5.2 Fuel economy and aerodynamics

Air passes around and over the cab. Also of great importance is airflow and

turbulence under the vehicle, at the rear of the cab and at the sides and rear of bodies

and trailers Aerodynamic characteristics have a significant bearing on fuel economy -

especially vehicles that travel over long distances at consistent speeds. For example,

half the total resistance for a long-haul truck driving 80 km/h on a flat road is

attributable to air resistance. Consequently, we are constantly investigating new

methods of minimizing air turbulence, with the aim of improving fuel economy. This

work embraces far more than what happens at the front of the vehicle when.

5.3 Fuel economy and chassis weight

Less chassis weight allows more payload. Even for applications that are not

payload sensitive, a reduction in weight reduces the fuel consumption. Weight

reductions are being steadily introduced on all Scania vehicles. Aluminum and

plastics are being introduced to replace cast iron and pressed steel.

5.4 Reducing the impact of noise

Scania is continuously working to reduce vehicle noise. With quiet-running

components and effective noise encapsulation of the engine, truck noise is today

within the 80 dB limit established by the EU. However, the margin of compliance

would be much greater if tyre noise could be reduced. Tyre noise is dominating at

speed above 35 km/h. Key factors to reduce external noise are the composition of the

tyres and the road surface.

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6] APPLICATION

6.1: Trucks.

6.2: Buses.

6.3: Industrial & Marine applications.

Industrial Engines.

Marine Engines.

Power Generation Engines.

Defense Application Engines.

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7] PROBLEMS & REMEDIES

How can I tell the condition of my engine? by looking inside?

Take a good look inside, even if only through the Oil filler Hole,

Oh, and you will need a torch, a Penlight is best.

A good look inside the rocker covers through the oil hole will help me/us,

to determine the internal condition (and the minimum parts you will need for a

successful job. if your are unsure. it will be in one of the following categories.

1. Silver Alloy surfaces? Sounds Like a new engine

2. Brown tarnished? Very low mileage Dark brown? Perhaps higher mileage but well

cared for.

3.Black? Getting poor, a full rebuild/replacement should be considered.

4.Black Coated & becoming dense,?Very poor condition, A rebuild is normally

required

5.Black and a "very" sludgy ?Dead on its feet.