01:01-01

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Issue 2

9 litre engine

101 030

Function description

1 586 756

Scania CV AB 1998-12, Sweden

Contents

Contents
Function description

Valve mechanism........................................... 3
Cylinder block ............................................... 4
Cylinder liner .................................................. 4
Crank mechanism ......................................... 6
Pistons............................................................. 6
Connecting rods .............................................. 8
Crankshaft....................................................... 9
Crankcase ventilation.................................... 10
Timing gear ................................................. 11
Gear transmission ......................................... 11
Lubrication system ..................................... 12
Oil pump ....................................................... 12
Oil cooler ...................................................... 12
Lubrication oil cleaner .................................. 13
Oil filter ........................................................ 14
Lubrication oil ducts ..................................... 14
Turbocharger............................................... 16
Charge air cooler ........................................ 19
Fan................................................................ 20
Belt transmission......................................... 21

Scania CV AB 1998, Sweden

01:01-01en

Valve mechanism

Valve mechanism
The purpose of the valve mechanism is to open
and close the valves at the right time according
to the crankshaft and piston position.

100 579

The camshaft is driven by gears in the

transmission, making it rotate at half the
crankshaft rotation speed. The cams of the
camshaft, two for each cylinder, actuate the
tappets.

100 592

One pushrod end rests in the tappets and the

other end actuates the rocker arms. In one end
the rocker arm has an adjusting screw. The
lower ballshaped end of the screw rests in the
pushrod, making the tappet adjust to the
camshaft movement.

100 527

The valve seat rings are tightly fitted in the

cylinder head. The material in the seat rings is
very strong, so the valve seats have a long
service life. If required the valve seat rings can
be replaced.

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Cylinder block

Cylinder block

100 572

The cylinder block is cast in one piece and the

cylinders are covered by six separate cylinder
heads. The pistons run in wet cylinder liners.

Cylinder liner
The cylinder liners can be replaced. A steel
gasket with vulcanized rubber seals provides a
seal between cylinder liner and cylinder head.
The cylinder liner protrudes slightly from the
cylinder block and presses the gasket against the
cylinder head to seal.

100 573

The vulcanized rubber seals seal the coolant and

lubrication oil ducts.

Scania CV AB 1999, Sweden

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Cylinder block

100 574

The lower part of the cylinder liner is somewhat

flexible to allow thermal expansion. The seal
consists of three rubber rings on different levels
around the lower part of the liner. Between the
two lower rings there is a check bore leading to
the outside of the cylinder block. If coolant
flows through either one of the holes the sealing
rings are leaking. This serves as a warning,
indicating that the sealing rings should be
replaced.

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Scania CV AB 1999, Sweden

Crank mechansim

Crank mechanism

100 575

Pistons

The pistons are made of an aluminium alloy.

This alloy provides the piston with high
strenght, low weight, little thermal expansion
and good dissipation of heat.

100 576

In order for the piston to resist the high

pressures and temperatures in the combustion
chamber the material of the piston crown and
the ring area is thicker than the material in the
rest of the piston.

Scania CV AB 1999, Sweden

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Crank mechansim

The reason is to get as high rotation of the

incoming air as possible. When the fuel is
injected at the end of the compression stroke it
mixes well with the air due to the turbulence.
This results in efficient combustion.

100 519

A recess in the piston crown forms the

combustion chamber. It is bucket shaped with an
elevation in the middle.

To enable the piston to run easily, space

between the piston and the cylinder wall is
neccessary.
Therefore the piston has two compression rings
that seal this space and dissipate the heat from
the piston.

100 520

The upper ring is exposed to higher temperature

and pressure than the lower one. The strain on
the upper piston ring groove therefore gets
particularly high. To reduce wear a cast iron ring
is cast in the piston.

The oil ring prevents lubrication oil from the

crankcase to get into the combustion chamber.

The piston and piston ring design is important

for the operational reliability of the engine,
lubrication, oil and fuel consumption.

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Scania CV AB 1999, Sweden

100 521

Inside the ring there is an expander that pushes

the ring against the cylinder wall. The expander
consists of a coil spring.

Crank mechansim

Connecting rods

100 577

100 522

The small end of the connecting rod is wedgeshaped. This results in bigger bearing areas in
the piston as well as in the connecting rod.

101 347

The big end has a diagonal split, allowing the

piston and connecting rod to be pulled out
through the cylinder. The contact surfaces have
grooves to prevent the connecting rod bearing
caps and the connecting rod from getting offset.

Scania CV AB 1999, Sweden

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Crank mechansim

Crankshaft
Every compression stroke slows the crankshaft
down and every combustion stroke aims to
increase the rotation speed.
The pistons and connecting rods change their
direction of motion twice per revolution.
Therefore the crankshaft is exposed to many
power impulses every revolution.
The material is important for the crankshaft
service life.
High demands are also made on design and
surface treatment. The shaft journal surface
quality is important for the protection against
fatigue failure.

100523

The bearing areas on the crankshaft are

hardened so deep that they can be regrinded at
many stages.

The main bearing and connecting rod bearing

shells consist of three layers. The outer layer is
made of steel, the middle layer of lead bronze
and the layer closest to the crankshaft is made of
lead and indium or of lead, tin and copper. The
inner layer normally wears down during engine
use.

100 524

For the axial location of the crankshaft, the rear

main bearing have thrust washers. These thrust
washers are avaliable in various thickness,
keeping the axial clearance the same after
grinding.

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Scania CV AB 1999, Sweden

Crank mechansim

Crankcase ventilation
The crankcase is ventilated via the timing gear
housing, leading the crankcase gases to a
channel system in the crankcase ventilation unit.
The crankcase gases contain oil. The lubrication
oil is deposited on the channel walls, runs down
to the bottom of the crankcase ventilation unit
and back into the crankcase through the
crankcase ventilation unit cover plate holes.
The passage through the crankcase ventilation
unit and the in- and outlets must not be blocked,
in order for gas and oil to flow easily through
the crankcase ventilation. Otherwise the
lubrication oil in the crankcase may be drained
via the turbocharger.

There is a small vacuum present in the

crankcase. The vacuum is a result of the
crankcase ventilation unit outlet being
connected to the turbocharger suction side.
A diaphragm is used to control the crankcase
vacuum. The diaphragm closes the crankcase
ventilation unit outlet to the turbo if too much
vacuum is created on the turbo suction side.
This can happen at high engine load.
The oil separator does not prevent small
amounts of oil getting into the engine inlet
system together with crankcase ventilation
gases. Oil that come with the crankcase
ventilation gases can be seen as a thin oil film in
the charge air system.

Note. Crankcase ventilation for 9 litre engine seen from the

outside and in section.
1 Inlet from the timing gear housing
2 Diaphragm
3 Hole closed by a diaphragm at too large a vacuum on
turbocharger suction side.
4 Vents for precipitated lubrication oil.
5 Outlet to turbocharger suction side

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Scania CV AB 1999, Sweden

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Timing gear

Timing gear
Gear drive
5

Important components such as the injection

pump and the valve mechanisms require precise
control. They are attached to the rear end of the
crankshaft, close to the flywheel, where the
crankshaft rotation is the smoothest.
The gear wheel on the crankshaft drives two
intermediate gears. One of the intermediate
gears drives the camshaft and the injection
pump. The camshaft gear in turn drives the air
compressor and the hydraulic pump.
The other intermediate gear drives the power
take-off.

7
3
8

2
1

100 580

9
1 Crankshaft gear
2 Hydraulic pump
3 Air compressor
4 Camshaft
5 Intermediate gear
6 Injection pump
7 Power take-off
8 Intermediate gear
9 Oil pump
The camshaft and the injection pump rotate at
half the crankshaft rotation speed.
In order to facilitate the assembly, the gears are
marked on a tooth or in a gap between the teeth.

100 581

The injection gear has an oval hole for setting

the injection timing (a-angle).

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Lubrication system

Lubrication system
An oil pump driven by the crankshaft gear
creates the circulation needed for the lubrication
oil to reach all lubrication points and to flow
through the oil cleaner and oil cooler.

Oil pump
The lubrication oil coming from the oil sump
passes a strainer before it reaches the oil pump.
The lubrication oil passes an oil pressure valve
after the oil pump. The valve controls the oil
pressure by letting some of the lubrication oil
return to the oil sump. Otherwise the oil
pressure could get too high, especially when the
lubrication oil is cold.
If the oil pressure gets too high, the oil pump
and other parts in the lubrication system could
be overstrained.
100 585

The oil pressure must be high enough to allow

enough lubrication oil needed for lubrication
and cooling to reach their lubrication points.

Oil cooler

100 586

The lubrication oil runs from the oil pump to the

oil cooler via channels in the cylinder block. The
whole oil flow passes through the oil cooler and
is cooled down by coolant from the cooling
system.

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Scania CV AB 1999, Sweden

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Lubrication system

Lubrication oil cleaner

100 587

The centrifugal cleaner has a rotor that rotates as

a reaction to lubrication oil being sprayed from
two nozzels at the bottom of the rotor.

Dirt particles are slung against the rotor wall

where they stick.

100 537

The rotor should be disassembled and cleaned at

specified intervals.

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Lubrication system

Oil filter
The lubrication oil going to the turbocharger has
to be very clean.
Therefore the oil passes yet another cleaning
step. This cleaning step consists of a filter
cartridge with a paper filter. In the filter
cartridge there is also a valve that allows oil to
get into the turbocharger, in case the filter gets
blocked.

100 588

The filter has to be changed according to

intervals given in the Scania maintenance
programme.

Lubrication oil ducts

Lubrication oil reaches the camshaft bearings
and crankshaft main bearing via ducts in the
cylinder block.
Ducts in the crankshaft lead the lubrication oil to
the connecting rod bearings.
The lubrication oil for the rocker arms is led
through ducts in two of the camshaft pivot pins.

100 589

The ducts are opened once every crankshaft

revolution. Thus the right amount of lubrication
oil reaches the rocker arms.

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Scania CV AB 1999, Sweden

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100 584

Lubrication system

When the oil pressure is below 3 bar

(low engine speed) this special cooling of the
piston is not needed. The valve is closed.

100 590

The engine lubrication oil cools the pistons

down. Specific nozzles, one per cylinder, spray
oil under the piston crowns. There is a valve in
the piston cooling nozzle line. When the oil
pressure exceeds 3 bar it opens, and lubrication
oil is sprayed through the nozzles.

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Turbocharger

Turbocharger
The function of the turbocharger is to increase
the quantity of air for the engine cylinders. The
design of the combustion chamber together with
the quantity of air and injected fuel increases the
power output of the engine.
The turbocharger consists of a turbine and a
compressor. The turbine is driven by the engine
exhaust. The engine intake air is compressed by
the compressor.

The compressor wheel is fitted on the same shaft

as the turbine wheel. The bearing housing is
situated between the compressor and the turbine.

100 154

Higher power output from the engine results in

more exhaust gases. More exhaust gases means
that the turbine wheel and therefore the
compressor rotate faster. In this way the quantity
of air is adapted to the engine requirements
without any specific control devices.
The turbocompressor wheel rotates very fast. At
full output the rotation speed is about
100 000 rpm. At the same time the temperature
of the turbine wheel is above 600 C.
This places great demands on the rotating parts,
both for balance, cooling and lubrication.
The shaft is mounted in two radial bearings
rotating freely in the bearing housing. The seal
between the bearing housing to the turbine and
the compressor is made by sealing rings which
are similar to piston rings.

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Scania CV AB 1999, Sweden

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Turbocharger

In order to meet legal emission requirements at

low engine speed, some engines have a smaller
turbine providing a greater charge pressure and
therefore less emissions.

01750

To prevent the turbocharger from overrevving at

high engine speeds, the turbine has a small
wastegate valve.

Turbocharger without wastegate

When the pressure in the compressor housing

becomes too high, the wastegate valve opens.
The exhaust gases move past the turbine through
a by-pass tube and the rotation speed in the
turbocharger is reduced.

101749

Accordingly, the function of the wastegate valve

is to protect the turbocharger from overrevving
and the engine from labouring.
Turbocharger with wastegate

2
3
5

6
9

101 893

1 Intake air

6 By-pass tube

2 Air to the engine

7 Compressor

3 Exhaust gases from the

engine

8 Turbine

4 Exhaust gases out

9 Wastegate valve

5 Pressure chamber

0130f15b.mkr

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Turbocharger

If the air cleaner is blocked, the vacuum in the

intake tract becomes too high. In that case oil
mist might be sucked out from the bearing
housing into the compressor and from there into
the engine.
If the sealing ring on the turbo side is worn, the
exhaust gases turn blue when the engine is
running on idle speed.
If the oil drain pipe from the turbocharger is
damaged, oil might be emitted from the seals
because of the lubrication oil pressure.
Foreign bodies, for example a grain of sand or
metal swarf in the turbine or in the compressor
can damage the rotor blades. This affects the
balance and causes bearing wear. The power
output from the engine decreases and if the
engine is not switched off, damage through
overheating may occur because of the reduced
quantity of air supplied. This kind of
overheating is not indicated by the coolant
temperature gauge.
Note: Never try to align a damaged blade. It is
then often broken during operation causing the
turbo to break down completely, which also can
damage the engine.
Even very small leaks in the tube between the
air cleaner and the turbocompressor may lead to
the compressor wheel being contaminated by
small particles of dirt. The charge pressure
becomes reduced and as a result the exhaust
temperature and the quantity of smoke will both
rise. This will also cause unnecessary wear of
the engine.
Exhaust leaks between the cylinder head and the
turbocompressor also cause a low charge
pressure.

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Scania CV AB 1999, Sweden

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Charge air cooler

Charge air cooler

The outlet air from the turbocharger goes
through a line to the charge air cooler, mounted
in front of the radiator.

The charge air is cooled by the ram air and the

fan, and then passes through the charge air
cooler. After beeing cooled down, the inlet air is
led to the intake manifolds, which distribute the
air to the cylinders.

100 591

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Fan

Fan
Fan drive
The fan is driven by the crankshaft.
The power impulses from the connecting rods
cause torsional oscillations
in the crankshaft. These oscillations are
strongest at a specific engine speed.
The rear end of the crankshaft and the flywheel
rotatate at a constant speed throughout the
whole rotation. The front end of the crankshaft
will increase and reduce its rotation speed many
times per rotation in relation to the flywheel.

A crankshaft vibration damper is used to reduce

oscillations at the front end of the engine. A
steel ring is fitted on the ringshaped, closed
crankshaft damper housing. The housing is fixed
to the crankshaft.
A sticky oil slows the mutual movement
between ring and housing. Since the ring aims at
rotating at a constant speed, the oscillation at the
front end of the crankshaft is dampened.

100 578

The oscillations can cause noise from the

transmission gears and in extreme cases even
break the crankshaft.

20

Scania CV AB 1999, Sweden

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Belt transmission

Belt transmission
The belt transmission drives the coolant pump, the AC compressor and the alternator.
The belt is a V-belt and the tension is adjusted through the alternator mounting.

9 litre engine with AC

9 litre engine without AC

105 184

105 185

1
2
3
4

Alternator and belt tensioner

AC compressor
Crankshaft
Coolant pump

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1 Alternator and belt tensioner

2 Crankshaft
3 Coolant pump

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