When Scania unveiled its 350 hp V8 engine at the end of the 1960s, it was heralded Europe’s most powerful diesel truck engine, and it held that distinction for many years. The V8 was what truly made Scania the King of the Road.
At the start of the 1960s, Scania-Vabis’ 8- and 11-litre engines were able to reach 250 hp, an output that could meet the growing demands of continental long-haulage. But the engineers at Scania-Vabis realized that such outputs would not be sufficient, especially in timber haulage and heavy long-haulage. Why not try to be the first?
The decision to go ahead with a more powerful engine was made in 1962. Large-scale development work was underway on a new generation of forward-control trucks that would be unveiled in 1968. An inline eight would not fit underneath a forward-control cab, nor would a larger inline six. This made the engineers consider a vee-configuration. Such an engine would fit into the same frame and under the same cab as the 11-litre inline six.
The new Scania V8 engine was introduced in the summer of 1969. At that time the engine was the most powerful truck diesel engine in Europe.
The concept involved a powerful but very compact power unit: a 90-degree V8 featuring a 14.2-litre swept volume.
Bengt Gadefelt, the man behind the V8, explains:
“We realised that about 350 hp was needed to achieve good ‘driveability’. That meant approximately 100 hp more than our other engines.”
Bengt Gadefelt.
Driveability characterises how an engine behaves, together with the rest of the powertrain, while driving. To Scania-Vabis engineers, good driveability meant that a truck should:
• Require few gearchanges throughout its speed range.
• Have good tractive power at low engine speeds.
• Have sufficient surplus output throughout its engine speed range.
An engine’s peak power is generally of secondary importance, compared with its driveability. However, its torque characteristics are critical in determining how well the engine performs.
The new Scania-Vabis 14.2-litre engine, which had no genuine predecessor in the diesel engine world, was unique in several ways. It was designed for turbocharging from the start, and it was dimensioned to ensure that the engine delivered the goods over a long lifespan.
The engine’s appearance was very distinctive, with its V-shaped valve covers on individual cylinder heads. Scania-Vabis’ engineers set the output requirement at 350 hp. No European competitor even came close.
The Scania LB140 models quickly won acclaim. They combined high output with a torque curve that flattered the use of low engine speeds – a pleasant and effective combination in a heavy vehicle. Many customers also liked the V8 emblem on the grille and the typical, powerful rumbling of the engine. All this, combined with exceptional durability and service life, made the 14-litre V8 engine a true legend.
Eight years later Scania took the first important step in the further refinement of the V8. It boosted the engine’s output to 375 hp and made the engine even more powerful at low revs. At the same time the company launched its “low-rev philosophy.”
• Maximum power up from 350 to 375 hp, but at 2,000 instead of 2,300 r/min.
• Maximum torque increased from 1,245 to 1,480 Nm, but peak torque occurred at 1,300 r/min, as compared with the previous 1,500 r/min.
• Specific fuel consumption decreased from 216 to 211 g/kWh at 1,500 instead of 1,600 r/min.
Since then, this low-rev philosophy has characterized Scania’s engine development work.
Scania LBS141 6x2 with 375 hp 14-litre V8-engine, refrigerated body and trailer.
The next important milestones in the history of Scania’s 14-litre engine were the addition of charge-cooling (intercooling), introduced in 1982, and the launch of Scania’s 3-series truck range in 1987, in which three new V8 variants were unveiled, topped by a 470 hp unit with electronically controlled fuel injection (EDC).
By the early 1990s, environmental demands had become increasingly important. In conjunction with Scania’s 100th anniversary celebration in 1991, the company introduced a complete range of Euro 1 engines, including two V8s: a mechanically governed 450 hp engine and a 500 hp EDC engine, the first to break the 500 hp barrier. Concurrently, the development of the new 4-series product range entered its most intensive stage. It was launched in late 1995, powered by revised V8 engines rated at 460 and 530 hp and a new 12-litre inline six.
In the new millennium the original V8 legend was gradually replaced by the substantially more powerful 16-litre V8, which had power ratings of 480 and 580 hp at 1,900 r/min and up to 2,700 Nm of torque – more than double the figure of the original V8 in 1969.
In all, Scania manufactured more than 170,000 14-litre V8-engines, making it by far the best-selling engine in the high-output segment.
Looking back, the first Scania 14-litre V8 engine had power and torque ratings of 350 hp and 1,245 Nm. The final version before replacement produced 530 hp and 2,300 Nm for trucks and up to 800 hp for marine applications. Torque of the 14-litre V8 has thus been boosted by 85 percent in just 32 years.
The new R-series was introduced in 2004, replacing the 4-series. In 2005 Scania launched its new range of Euro 4 and Euro 5 engines, including V8 engines with outputs of 500, 560 and 620 hp and up to 3,000 Nm of torque, using technologies to match the environmental requirements in the most efficient manner for all types of transport. The new King of the Road, the Scania R 620, was built for long distances, heavy loads and mountain roads. The legend – and that ubiquitous rumble – lives on.
Scania R 500 timber truck ploughing the roads of Brazil.
TEXT: PER-ERIK NORDSTRÖM
PHOTOS: DAN BOMAN, INGEMAR ERIKSSON, JONAS NORDIN, STEFAN ALMERS, HENRIQUE LORCA, SCANIA ARCHIVE
