Why All Semi-Trucks Use Inline-six Engines?
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- čas přidán 31. 05. 2024
- Why All Semi-Trucks Use Inline-six Engines?
Today It does not matter whether it is the European brands such as Mercedes, Volvo, man and daf, or whether it is the American brands such as peterbilt, kenworth, MACK or freightliner, they all have in common that they use inline six-engines.
But why is that? lets take a look at it.
▬▬▬ The video ▬▬▬
00:00 Start
00:55 Performance & power
02:18 Weight & Maninantance
03:12 No size restrictions
on trucks
03:49 Simplicity and
easy access
04:21 Pricing
04:56 The conclusion
05:41 But what about
the future?
▬▬▬ Videos mentioned ▬▬▬
Why Scania Made The V8 - And Kept It
• Why Scania Made The V8...
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▬▬▬ Credit ▬▬▬
Scania
www.scania.com/
/ scaniagroup
Volvo
www.volvotrucks.com/en-en/
/ volvotrucks
Peterbilt
www.peterbilt.com/
/ peterbiltclasspays
Volvo USA
www.volvotrucks.us/
/ volvotrucksusa
Kenworth
www.kenworth.com/
/ kenworthtruckco
MAN
/ mantrucksandbuses
www.mantruckandbus.com/de/man...
Mercedes-Benz
www.mercedes-benz-trucks.com/
/ mercedesbenztrucksglobal
▬▬▬ End ▬▬▬
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I6 is inherently harmonically balanced, no need or a balancing shaft. It also has a single cylinder head, so easier to maintain and repair.
Many Line 6’s have two,three or six cilinderheads.... like (wrongly stated in the vid-) two rather than one exhaust manifold!!!
This is because of thermal differences creating tensions... not an issue with a 3litre line 6 (less than a metre in length) more so with big in line 6’s (around 1.5 metre in length)
Cheap for repair/maintenance is also questionable.... if one cylindre needs repair (piston/liner failure for example) there is no need to touch the other cylindres;the more heads the smaller the job...
If a valve breaks it will destroy the cylindrehead (and piston..) one head per cylindre will save you a lot...
@@henktulp4400 Pistons fail very rarely. And if one does, you're gonna have to take the whole engine apart anyway. Gaskets, on the other hand, _always_ fail eventually. And a V-8 engine, having two banks of cylinders, has two head gaskets instead of one, doubling your chances of failure in any given time frame.
@@Milesco I am sorry to disagree.... surely engines have become more durable and reliable but when I worked in a DAF workshop in the 80’s it was quite common to get a truck in with a knocking piston.... it only knocks at combustion time;with the engine idling you undo the injector lines one by one.... the knocking piston will be quiet if you stop the fuelinjection at that cylindre.... (it is a 5 minute job) now you know which piston/liner to replace,if the engine was fine before that’s all you do!!!
Many times we would work 2 together overnight,have the truck ready to go next morning....
I am not too familiar with the V8 Scania engines but I am pretty sure there is one head for each cylindre... besides that Scania 6cylindre engines have no headgaskets as such.... the head is machined to seal directly on top of the liner,with nothing in between!
The coolant and oil channels are sealed with rubber and or o-rings contained by an alloy ‘carrier’..... there is rearily trouble there...
The sleeves are in direct contact with the coolant,three big o-rings on the bottom end of the sleeve.... for every liner there is a tiny bore towards the outside of the block;if coolant manages to pass the top two o-rings coolant is visible on the outside of the bore.
The sleeves (at least for older DAF and Scania) can be removed fairly easy with a puller....
It’s a messy job to do (removing the sump to undo the conrod bolts will make a mess of the place...) but it was common practice in those days.... mosttimes the truck was ready to go back to work well within 24hrs!!!
Τhe conclusion is no one can make better V8 than SCANIA which the nickname is the KING mister........
Essencially the two main reasons. No vibration tearing the engine apart, especially important for diesel engines and the ease of maintanance means less money spent keeping it running.
Ahhh yes. When taking the maintenance into account, of all things that may require some work, the benefits of having 1 exhaust manifold vs 2 is paramount.
my i6 has two manifolds, each with two o2 sensors 😅
Oh yeah, those gosh darn manifolds! I keep having to replace mine so totally understandable,
@@argkatt9040 i suspect your taking the piss but youd be amazed how many factory exhuast manifolds have a tendency to crack.
having two manifolds means two turbos though, and that adds significant cost, complexity, and space
@@synapticburn how did you come up with that?
I recall from my gearhead days decades ago that a lot of people preferred Chevy's I6 pickup truck engine for towing instead of a V8 because an I6's torque curve peaks at lower RPMs than a V8's and thus got better mileage.
Hey. Do you remember that Ford Straight 6? That was a beast. Ultra durable. 300k easy
Newer V8 truck engines are using alloy cylinder blocks with steel liners, & alloy heads. These make for drastic weight reduction, thus greater fuel efficiency. The other thing not mentioned here is that truck gearing can be, & often is configured to do whatever the owner wants it for. This is particularly the case here in Australia, where a large number of prime movers are set up to pull road trains over our vast country.
How many hours or days would it take to drive from one side to the other? East to west or vice versa.
Can you please site any examples of these newer V8s that are drastically lighter than previous engines and improved efficiency? I’m not having any luck finding any online
@@jordanmascarenhas7974 if you can make a lighter V8, you can also make a lighter I6
@@jordanmascarenhas7974 The new Scania use a composite block V8
@@YeOldeGeezer 30 hours drive time from Adelaide to Darwin. ( South to North)
The Iron Knight racing truck from Volvo uses a 13L inline 6 with quad turbos and it makes 2400HP and over 4400 ft lbs of torque. With that much power you don't need more cylinders.
Look up 4000hp semi, its a C15 i'm pretty sure thats turned up to 4000hp and a straight 6
Dayum
Our first truck as a solely transport truck was a inline 6 MAN in 1979, we nearly lost everything, it was a 16L V8 Fuso that saved our arse four years later that truck never stopped, from there we had inline 6 Volvo's they where good and after that 14L V8 Scanias pulling doubles and triples, the only issue we once had was one of the engines threw a counterweight out the side of the block because we didn't replace the counterweight bolts during a rebuild as recommended, so our fault, we've also had Mercedes v10 never stopped. I've driven 143 scanias grossing 200t in truck and three dog combinations and they worked like no other truck I've driven all on unsealed corrugated as F##k roads. I've driven 610hp 16L mack Perth to Darwin Triples which pulled like a train but had reliability issues, on that same route also drove 550 Cat that pulled awesome and never stopped, also driven GM V8 , Cummins V8 and inline 6 and others I can't remember. What I learnt was the most valuable piece of any truck is this little component called the AC compressor.
Where did you get that V8 Fuso engine? Is that a 8DC11 twin turbo engine? We still have lot of these as used prime movers. Secondly is probably Isuzu but powered by V10/V12 Non turbo diesel engines which they literally last long.
@@montesa35 it was a Mitsubishi dodge fuso 16L V8 naturally aspirated single axle prime mover with a 13 speed road ranger, we also had the same combination in a boggie ridged tipper.
Loads of torque for their time and bullet proof.
@@christopherwaite8903 Must be 8DC7 or 8DC8, they're too old as early as mid 70s.
@@montesa35 they were mid 1970s one was precombustion with a single head and rocker cover on each bank and from memory the other one was direct injection with individual rocker covers and possibly individual heads but it was a long time ago,, does this sound familiar?
Cheers for your interest mate
I’ve been driving and owning Scanias since 1974, fantastic trucks but for me only with the V8 engine, I’ve had straight six Scanias Volvo and DAF but not in the same league as the mighty V8 S650 had a 770 demonstrator but found the S650 was almost identical..These V8s are mountain stormers with the Torque just propelling them uphill like there’s no limits, I’ve also seen them do 2 million miles without an engine rebuild…Sorry American trucks just don’t do it for me or American style layouts, road trains in Australia need less turning space than some of the LWB tractors I’ve seen stateside, I mentioned it to one driver that he would need the state of Arizona to turn the damned thing 😳…
I6 is the best design for an engine because of the 120* offset between the pistons everything is balancing out.
Everybody who is/was driving an I6 knows how harmonic this type really is.
Gotta say the 2JZ-GE inline six in my 1992 Lexus SC300 was a total sweetheart. No turbos, so it wasn't fast, but pared with the 5 speed manual it was fun to drive. It was also the smoothest/most refined engine I've ever owned, made some awesome sounds as well if you revved it out. At idle you'd never know its running inside the car, 6200rpm redline, it made a nice racket but was just as smooth/vibrationless as at idle. The V6 in my 2014 ES350 is WAY faster and WAY more fuel efficient, but it has some odd vibrations at idle, doesn't sound like that 2JZ inline six, doesn't have the soul/sound/character of that engine.
@BB49 Totally agreed. Except if its a BMW, they'll still manage to find at least a couple ways to make it fail right outside of warranty that will "break my wallet". BMW still makes awesome inline sixes though, just you gotta pay to play. Either up front buying a new one or pay the mechanic bills to keep an older one on the road.
Still the BMW inline six is a hell of a lot better than any V8 BMW has ever made. Every single damn V8 BMW has made going back to the 1980's is a massive St bernard sized steaming pile of dog shit.
@@AaronSmith-kr5yf there’s a reason Toyota chose bmw to make the engine for their new Supra the new ones aren’t unreliable
The 20+ years of technological advancement probably why the 2014 more efficient, a modern I6 would be also.
@@cartere9981 Revered sports cars should'nt be mongrelized so, Toyota can redeem itself by installing a Lexus V8 in the Supra.
@@cartere9981 That's what they always say until they get some age/miles on them. BMW inline sixes are SOLID in terms of the rods/pistons/valves/headgasket/crank/turbo/turbo manifold/etc Its all the crap surrounding them like plastic radiators, plastic water pumps, wonky electronics, faulty fuel pumps that make them expensive/finicky as they age.
Cummins has a 23L I6 that is a straight beast. Not sized for class 8 trucks but we had them on fluid pumps for oil and gas service. Very moderately tuned at 1,000hp
Horsepower generally peaks in the upper RPM ranges, while torque peaks in the lower RPM ranges, which is where moving dead weight from a stand still comes in to play. Horsepower doesn't peak until the weight already has momentum going. Horsepower has more advantages like in the muscle car industry where the hp to weight ratio is much higher and not near as much torque is needed to make the car launch and the hp can move the car at much greater speeds. Two totally different worlds.
You really don't understand engines do you hp is a measurement of torque times rpm divided by 5252 they are not different things.
Why am I watching this? I'm not a truck driver, I drive a Prius...........but dang I am glad I did. Thumbs up
My first car was a 78 Nova with an inline 6. That car was un-killable
I went from an underpowered Inline 6 to a more powerful V6. The smoothness and stability of the inline-6 was unmatched. Love the V6 dont get me wrong but inline 6 was butter
My dad is a truck driver, and he said that inline-6s are very powerful engines, and I can see why. He's currently driving a 2017 Hino 268 box truck. It has a turbocharged inline 6 engine.
They all doo
@@christiantorres2950, I know.
Cool! Did you know Hino is made by Toyota?
@@josephdominics5935, yes. My dad told me that.
@@nathanielcruz6675 you have a cool Dad. Stay close to him and always listen to him. He won't lead you wrong. Have a good day buddy! ✌️
Very very interesting! Thank you for the Video! All the best!
Interesting video. I always liked the i6 engines our cars had in the past. Plenty of room to work on and economical too.
bro I love the video format, when the conclusion appeared on the screen, I know I had to subscribe to this channel
Thanks happy to hear 👍
Who noticed the cracks on the engine block 3:00
This is an oil smudge
Just a casting mark
Like airway said it's a casting mark
Other factor against V8s is efficiency limitations caused by Firing-order.
The short explanation is that they have inefficient firing-order leading to bad air-flow.
Reason: the crank goes resonant at low frequencies [read, Revs] because of it's length vs number of cylinders: the resonance would tear the crank apart.
To break up the resonance they make firing order uneven : instead of Left, Right, Left, Right etc it goes LLRRLLRR
This is where the characteristic 'lump' of a V8 comes from.
But that results in bad intake-ramming for some cylinders and bad extraction for others.
The power and efficiency is lower because of it: and no operator wants in a inefficient prime-mover.
Very interesting
Thank you 👍
Ford Australia made a straight 6, 4L n/a, petrol, LPG and a turbo version. The cars with this engine were used as Taxis, regular cars and performance cars. The taxis would do up to 1,000,000 km. They stopped using this engine in 2016.
I am a driver of that Barra engine (Falcon ute); they're almost unkillable. As for taxis doing 1M km, that's because the engines never get cold, being in use 24/7. Most engine wear occurs on cold startup, when there's no oil at the top.
@@21stcenturyozman20 so does an engine in a constant warm climate last longer than one where it is always cold or freezing?
@@21stcenturyozman20 The 1950s design Ford I6 would also do a million kms in taxis for the same reason. As would the Chrysler slant six and hemis, and the Holden red motors.
@@rubenbraekman4515 all else being equal, yes.
@@21stcenturyozman20 This ‘no oil at the top when cold’ is a myth. You can remove the valve cover(s) and start the engine when cold and watch the oil on the cam(s) or rocker arms in a few seconds. If not there is no oil in the pan or there is something wrong with the oil pump.
You're getting close to 100,000 subscribers!!
Do you think you could do special video for that milestone?? Maybe also show the plaque CZcams sinds you??
Hope you make many more great videos....
Thank you 👍good idea i Will do that
@@TruckTropia
KWEL!!!!
I have always been an inline 6 fan. Most of my vehicles were in line 6 gas engines. Obviously, my tractor trailers are in line 6 diesels.
Depends also where in the wolrd you are. In Norway V8 is totally normal for a semi. We can not have less than 500HP. You will see many between 550 and 750HP.
Hp in a semi is pointless.. its all about torque
@@christiantorres2950 🤣🤣🤣
@@Dani-it5sy lol i just like saying dunb stuff when bored at work dont mind me😂😂😂😂😂 i drive semis for a living gets alittle to boring sometimes
@@christiantorres2950 Of course torque is most important on a semi but you wont get torque and propper speed without HP. No time to waste thrashing up Hardangerviddaen 😎 Or while overtaking grandpa with his flat cap in his Suzuki Swift.
@@Dani-it5sy 😂😂😂😂😂😂😂
The I6 engine is indeed perfectly balanced, that does however not mean other engine configurations can't be. For example, a 90° V8 with cross plane crankshaft is also perfectly balanced, because of the counterweights on the crank.
CounterWEIGHTS..more complexity.
@@elemar5 counterweights do not add any moving parts and therefor not any mechanicle complexity. Balancing shafts, which are used in engines that are not balanced, do indeed add mechanicle complexity, but they are not needed in a 90° V8 with crossplane crankshaft.
Besides, a good I6 also has counterweights, not because of engine balance but to counter the centrifugal forces cause by the offset mass of the crank pins. Those forces do not do anything in terms of engine balance, but are trying to bend the entire crankshaft and also increase the load on the main bearings.
Flat plane cranks are not ideal for diesel
I agree with your statement here for a 6 cylinder the inline 6 is king when it comes to smoothness but that 90 degree V8 is also very very smooth
Many years ago I acquired my first full size Ford F-150 truck, and was disappointed when I saw that it was a 6-cyl engine. Many trucks in this class had 350 ci V-8's. But, after driving it a while I was quite impressed with the surprising pulling power at low rpm's. Even with the back loaded, the calm, quiet I-6 seemed to start from a stop effortlessly and easily handled the hills... and it was so smoooth! After talking with other truck owners, I found that I got better mileage also - win/win.
Common engine configuration in cars: I4, V6, V8
Common engine configuration in trucks: I6
Well explained, thank you 🤝
Thanks happy you like it👍
Short term answer has to be the inline six cylinder diesel for most sensible pulling. All other is impatience minds by time while having hopefulness to peruse further perfection upon forced motion towards work.
Scania has done quite well with a V8 platform. Length is important on tighter European streets & roads. America has the advantage of not having it matter so much, so the benefits of the 6 come to the forefront.
Heat builds up on the inside of the cylinders more on the v configuration, where the inline runs cooler thus improving engine life
So many benefits that are natural for the inline 6. I do love a strong V6 though
The in-line 6 is an internally balanced engine and that probably the main reason and also a in-line 6 will last basically for ever if maintained properly. That and the trucks also have the space for them..I had a 65 Chevy Nova with a 235 that had well over 300k on what was probably the original engine.Ford made there big 300 in-line 6 available until 96 when they restyled the f-150. That was the last of the light duty truck in-line 6 as GM switched to the 4.3 in the mid 80's..
Actually from 02- 09 the Trailblazers/Envoys/Bravadas had a 4.2 L I6 Vortec Atlas engine.
I'll never forget the first tandem dump truck I ever drove had a 454 V8 with a 10speed trans it was the worst pulling truck I've ever driven and I've driven a lot of heavy trucks weighing upto 100tons
ha the v6 picture literally says HEMI and its a V8.... lololol great video
Inline 6 is perfect for balancing around the crankshaft.
I6 from BMW such as N57, B57, S55 and S58 are such reliable engines that they’re thought of as bulletproof.
And they’re always described as insanely smooth..
I’ve had several I6 bmws. So smooth and torque. Best
The Ford 300 was equally bulletproof... except for emissions standards.
Out of the 4, which one is best? And for what car? Zupr4 is not included
As an i6 owner I can say there is nothing smother
bmws are designed to blowup at 60,000 miles
Scania v8 joins in here
A straight answer is that the engine manufacturers try to reduce costs and parts if they can keep the same HP. Besides fewer parts means few things can go wrong. In past 10 years or so the engins have become more powerful. Even newer 8 cylander gasoline engines are harder to come by. What an 8 cylander engin could do 20-30 years ago, now a 6 cylander can do even better. BTW I6 has few parts than V6. In trucks there is a lot of space under the hood so V6 almost never used for trucks.
There is a VERY big reason Scania stil produces the V8..... in many countries there is a shortage of HGV drivers..... if they are offered to drive a Scania V8 at another company they are tempted to swap;an employer can attract drivers with Scania V8....
And believe me the ‘ScaniaV8virus’ is very strong... probably incurable... (thank God...)
3:00 Where an engine make peak torque has nothing to do with inline 6 or v8. That is control by the cam.
veeeeery good video for young petrol heads👍👍👍👍👍
I love two things in life.
Whiskey and I6.
I'm very happy with my truck with the dt466e in my 4700. I'm not in any trucking business, so it's a good fit for me. I have tried the truck with the v8 and I didn't like it I get decent mileage with 11 to 14 mpg. I'm using my truck for farm use so I don't need all the speed and power of the class 8 road tractors .I would like to change to an overdrive transmission to keep my rpms around 2000 I think I have a 444 rear end which would be nice with an overdrive transmission
A straight six with a single turbo is dramatically cheaper to manufacture than any other engine design (4 banger's excluded.) The straight six also comes with many advantages. In automobiles, only BMW and soon Chrysler use the straight six as performance engines.
They last a long time being so smooth.
I have a 30 year old Jeep with a 4.0 inline 6. She still runs like new.
Mazda just announced a new I-6 for their lineup as well. It makes be hopeful that the straight 6 is making a bit of a comeback!
B58💪
@@TheBandit7613 Lot of Renault engineering in that 30 year old engine.
@@shootinbruin3614 its in the new cx-60.
3.3 l inline 6 turbo diesel , ive test driven it , one of the smoothest diesel ive driven. Heaps of torque 500nm
The old Rolls Royce eagle V,s on twin turbo and twin stacks in the UK made a fabulous noise.Long gone now but that sounded the dogs dangly bits and smoked.
Hmm. I had a pete with a cummins vt903 V8. It was a monster and sounded great.
2:19 typo here :( maninantance
That spelling is hilarious
hybrid is they way, the electric motor can save fuel and engine wear and braking, the engine can keep the smaller battery charged and back up the motor for towing heavy loads or on the highway
It can be done with fewer than eight, but you probably need more than four. Just makes sense 🤷🏼♂️
I6 4.0 Jeep Cherokee is my pick! Love that it’s a mini version of the big boys
In Europe, we use inline 6 and V6 but there are a lot of inline 8 and V8 and even 10 cylinders engines that get fitted to lorries.
The Benz 10-cylinder engine can go between 75k to 150k for the need of an oil change but most manufacturers of oil say every 25k
V10's in a truck, in Europe? I only remember Mercedes having one long ago. It is already years ago that Mercedes and MAN had V8 trucks.
Idk any recent car within the past 20 years that has an inline 8 like old cars.
Not mentioned is the inline six crankshaft is supported by seven main bearings.
Because I6 engines are inherently balanced and they can get much bigger without actually needing many parts to balance them. Besides, you don't need them to rev too high, since they are diesel engines, there are quite literally no cons.
sure but have you guys heard a V12 on the jakes? pretty damn great sounding
It’s funny how everyone shows a cooling tower when they are talking about co2.
I only clicked on this Video to mention Scania but its in the Video.
The only thing that i6 is weak,long crankshaft,it make the crank twist/bend easily,if the crankcase not design carefully,the twist/bend is massive,
If you compare the torques in two units on the same picture, then try to use 2 pictures: one in metric and one in imperial. You cannot compare Nm with lb-ft. Otherwise, nice video.
just wondering why you state Nm can't be compared with pound feet. They are both measures of torque and it's easy to convert between them. I was under the impression it's like centimeters/millimeters and inches. Please let me know how I've got that wrong.
@@johnvender Nothing wrong. Probably, you are retired with lots of free time. However, the regular adult is flooded with information and life became really fast even compared to the PC age of the young Mr. Gates. Ready information is priceless. That's the point.
@@johnvender The conversion indeed can be performed, I have done it earlier for the same reason, to compare American truck performance to European, however it would have been one step easier if they'd have just simply used Nm instead.
@@TAURON85 Yeah, I agree. These days here in Australia car engine performance is given in kilowatts so if somebody asks for the horsepower a conversion is needed, not to mention there are more than one definitions of horsepower.
@@ferencszathmary9689 I've no idea what you are trying to say.
Because they're the best engine layout... next question?
I know this video is more heavy hauler oriented but in terms of light and medium duty trucks, the Ford 6.7L V8 has destroyed the Cummins I6 that Ram uses. The Power Stroke V8 makes several hundred ft lbs more torque and there are several owners who have over a million miles on their Power Stroke. So when done right, the V8 diesel can be easily dominant.
More balanced and steady torque curve too… it will have less down time between shifts from zero to get back up to speed….
0:10 Bugatti: Hold my VW Passats
The 3408 CAT was a V-8 and was extremely popular.
3408s were somewhat popular, but for decades the US's infrastructure rested on the 3406. Used in trucks, scrapers, loaders, boats, you name it. Not saying the 3408 is a bad engine, just not as popular or common as 3406s. 3208s, however, are definitely not the final word in longevity.
@@davesstillhere Well CAT doesn't make any of those engines at all anymore for a Semi. If you want to get technical. They're out of the business. Our Government chased them out.
@@dannysdailys I'm aware of that, I work for a Cat dealer. But there are plenty of 3406 and C15 engines running around on their 3rd and 4th overhauls. Only seen one 3408 recently, in an old Kenworth.
Apart of the sound of a V8, it is all about economy and efficency. The bigger a single cylinder is, the less (relatively speaking) heat is lost to the surfaces of cylinder, piston and head, thus the more efficient it is, with big ship engines being the best - and all of them are inline. In trucks, the inline six is the smallest well-balanced configuration with best economy, dominating the market apart from some special use cases.
On the other hand, electric motors are unbeatable in any aspect, that's why high speed trains are electric and connected to overhead lines, and all powerful locomotives are electric, too, even those that are called Diesel, as they actually use electric motors to move the wheels, not driveshafts, clutches and gears. The Diesel engines just power the onboard generators, mostly operating at constant speed. In trucks, the big Diesel engine plus drive train and big tanks will sooner or later be replaced by electric motors plus a battery of useful size, and in some cases, additional range extenders, like fuel cells or even small automobile-size Diesel engines, possibly small rotary engines that run on gas, methanol or synthetic fuel.
You put a lot of faith in EV. I'm not so sure.
Torque and horsepower are not "competitors"; it's not torque vs. HP. They are directly related to one another because [RPM × Ft•Lbs] ÷ 5252 = HP (for a 4-stroke; 2-stroke, it would be ÷ 2626)
So when you say "trucks don't need big power"....they actually do, but it's what speed they need it that's the difference, the operating conditions
If you wanted to posit an "X vs Y" argument, it would most accurately be high end vs low end torque, or HP; keep the units the same, because the engineering choice is a compromise of where the engine operates most efficiently
just the progress in turbochargers including all electronics, computer-aid modelling of gas flows and heatdistribution and modern materials. Today light commercials (vw, mercedes and so on, 3-4t gw) use 2l diesels! It was impossible even 15 years ago - 3.0 turbo (toyota 1KD like on my old Hiace) deemed "small volume engine", but now lighter and smaller 2l gives more power. The same with big trucks - you do not need V10 to achieve 700HP, it is possible with line6.
Well here is my answer, lets see if we agree. I6s are smooth, important when you are sat behind it all day. They are relatively cheap to develop, build and maintain. They are the "first" engine in cylinder count to always be having a power stroke apart from the 5s that gained road car use popularity for a while. Finally, High-capacity sixes are easy to make over-square leading to huge torque numbers on a flat curve. Scania are still building their ever-popular V8 truck
Under square. Longer stroke than bore 😉
@@Retro_Rich Correct, a longer stroke will make more torque.
Almost correct..Scania still has v8's and they are the strongest truck engines in the world
At least he said "almost only use iniline-6 engines" for any other brands, except Scania.
Maintenance for the V8, is a pain. The I6 will last longer.
@@automation7295 Of course the video title must be interprented to say 'most engines is....' Many people are quite 'square headed' and takes everything very literally) They do not know that these kind of video titles are made for them and to trick them into make a comment, which againg helps the youtube algorithm.
In-line engines are so easy to work on. Just a single bank. 😊
@@angelgjr1999 crkni
Cool video but at the 2:19 mark you completely butchered the spelling of MANINANTANCE.......it's MAINTENANCE.
Mack E500 V8 was dropped in the early 2000s.
Did you all ever do a video on the Ford gas 240/300 Six? Or the Mopar Slant Six?
I think you have to check your facts again, regarding emissions NOx and HC are way more focused on while calibrating engines. And to be honest, Scania has better fuel efficiency compared to Volvo at this moment. They have the higher engine out NOx and use two SCR units to compensate for the engine out NOx and stay within the legal limits. Why do they have better fuel efficiency? Probably because of Scania in general runs with high compression. But CO2 has its role while calibrating but according to authorities, NOx is very important to reduce for future ICE as well as soot particles. You can read all about it on dieselnet.
in Japanese big rigs, the usual big diesel mills they pack underneath are so way beyond....
-10.6L V8
-15.5L V10
-19.6L V12
and the usual ones are Isuzu, Mitsubishi's truck division FUSO, Hino or even Nissan's truck arm UD (Universal Diesel)
with Isuzu, by far has the record of the biggest one ever offered in production:
the mid-2000s GIGA V600 heavy duty tractor:
with the biggest and most powerful one ever made:
30.0L Twin Turbo DOHC 40-Valve V-10 600 HP @ 2000 NM
Scania trucks! wow, I could've had a V8!
This video is way out of date with regards to data. I am a huge Scania fan but Volvo are also brilliant. The Scania S770 puts out 3700nm of torque and the friendly rivalry between Scania and Volvo is great for both manufacturers 😎😎
V8s 2 heads which mean 4 cam shafts which means way more parts which means way more stuff to break
1:05 is absolutely false. It is power (the rate of force over time) that moves the truck, NOT torque. Way too many people confuse torque with low rpm power. It is torque * rpm that matters.
1:54: OK, I have to complain about this graphic. In the US, a "ton" is 2000 lbs., therefore, 80,000 lbs is 40 tons. In parenthesis, you state (36 tons), when you mean 36 METRIC tons, or 36,000 kg. Likewise, you equate a mass of 40-44 METRIC tons with it's corresponding weight in lbs on the lower graphic. Posting weights in AVDP and mass in metric without identifiers will just confuse most people reading the graphics.
The usual fix for this, for those who insist on using this non-standard unit, is to spell the 1,000 kg unit as "tonne", distinguishing it from the short "ton" of 2,000 pounds.
@@brianb-p6586 "Tonne" may work in England and Australia, but not in North America. Then we get into the confusion of "short ton" and "long ton", which just adds to the chaos. But, if you say "metric ton" or "1000 kg", everybody knows what you mean.
@Alex Clement "tonne" is used in Canada, too... but the real solution is to use "ton" only for 2,000 pounds, and just use kilograms instead of another unit just for a multiple of kilograms.
@@brianb-p6586 TECHNICALLY, 1000kg=1Mg, so you COULD use the term "Megagrams"...
@@alexclement7221 You need to realise that outside of the US, there isn't such thing as short ton, or long ton. These are dated, annoying and redundant units. The SI system unified everything, based on the decimal system as 1000L of water weighs exactly 1 metric ton when it reaches its maximum density on 4 Celsius. Metric stuff is easy to work with, easy to convert units back and forth. Everything that isn't metric is dumb! Sorry, not sorry. Lol
Never seen an inline 8 animation
power is torque multiplied by rpm so it's actually power you want but since you want the power at a low rpm it requires more torque.
I was watching and think that there is someone educated enough to point it out in comments! You are absolutely right. And it would be great to avoid such inaccuracies =)
The Achates three cylinder/six piston engines will be a great advance over current diesel engines.
inline 6 with a twin turbo set up makes it a vary good engine
As others have said, six cylinders in-line is perfectly balanced and simpler than a V engine. It does however suffer more from warp, due to its length, and this is one of the reasons why it fell out of favour as a car engine since, to mitigate the warp, the engine needed to be stiffer thus heavier - not such a problem in a truck. Additionally, the length of the engine in a car application requires a longer bonnet/more impingement on interior space for RWD and a wide engine bay for FWD, the latter being solved somewhat by placing the gearbox under the engine but creating a new problem of a high bonnet line...
B.t.w., the plural of torque, is torque, not torques. And cars do not have 'many' horsepower, but 'a lot of' or 'high'.
Another engineering consideration is that I6 engines create more torque than the same displacement v8 due to the cylinder size being bigger. Though v8 may rev higher thus create more power but toque is more important with commercial engines than outright power
Because inline 6's are torque monsters!
Imho 2 stroke cycle is better that 4 and 1 stroke cycle is even better. 2's produce more torque than 4's, and 1's produce even more torque than 2's. Because 1's are directly opposed cylinders they can also produce higher rpm's.
I noticed that some semis sound like someone is slinging a sledge hammer between two anvils... What is it with that noise...? 🤔
Today's trucks should be using ethanol fuel derived from biomass, fueling an internal combustion engine matted with an electric hybrid system. The fuel economy could be improved by 50% or more, and the electric drive engines provide higher torque power, which, as can be seen from your inline 6 engine review, is very important for the heavy trucking industry. Ethanol fuel from biomass is a renewable energy source so it does not contribute to greenhouse gas emissions, thus also not to global warming. The inline 6 engine may well be the choice for ethanol fueled engines in a hybrid system.
A 4-cylinder diesel engine could cost still less to make and maintain than a six-cylinder. Hyundai, Isuzu, Land Rover, Mercedes-Benz, Toyota, Volkswagen and Volvo have 4-culinder diesels.
Simplicity, And Durability!...
Its incredible easy to work on a inline six engine.
Actually size is an issue. Width inline 6 is easier to fit between frame beams, and lenght for example only Volvo d13 fits under short cabin used in Europe d16 doesn't. Height only smaller versions fit together with low floor cabins like Volvo FM used in Europe.
And then manufactures are global so they use same engines in EU and USA. Like Paccar and DAF, Detroit Diesel and Mercedes, and Volvo. Small details might be different and brand stamps, but basic engine is same.
All the modern trucks are Diesel powered and diesel engines have no limitation in the max volume of a single cylinder. You CANNOT produce a gasoline powered car engine above a certain cc on a few cylinders without problems and inefficiencies, because the plug spark takes too long to ignite the fuel mixture inside a large chamber.
The results could produce undesirable knock effects and bad combustion.
This is why you don't see 4 cylinder engines above 2500cc for example but usually to 5 or even 6 cylinders fractioning despite the increase in complexity of the engine itself.
Diesel engines do not have the problem as the ignition happens by "compression" instead then via a plug spark, and happens everywhere inside the cylinder at the same time. This is why you see BIG ship engines with few cylinders.
The Inline 6 cylinders is the best assembly in term of smoothness and vibrations, which is important in engines that can run up to 1M km before replacing. You have to go up to a V12 configuration to get the same smoothness with almost double the costs for no real gain, as truck engines are large, but not that large to need more, like, for example on Tanks, where displacement, power and torque are doubled or triple what you have on a standard truck. All tanks have 12 cylinder engines, to reduce the mass of the piston and keep the engine reactive.
A 6 in line configuration is still compact enough to be housed inside a truck with the engine under the cabin, which is most convenient to reduce the manoeuvring space on large tractors, especially nowadays that all the engines inside trucks are turbocharged, meaning power and torque can be managed by tuning the turbine.
For an example of gasoline powered engines with fairly big cylinders, see WWII aviation engines. Typically around 2-3L per cylinder, running at 2500-3000 rpm. The, by modern standards, low rpm surely helped with flame propagation in those huge cylinders, though some late WWII engines that never entered service like the Jumo 213J ran at 3700 rpm with 2.9L cylinders.
In the world of truck enthusiasts a V8 engine does a lot. I bet Scania scores lots of costumers just for the heritage and sound. And I love Scania for doing it.
I drove a Scania whit 3700nm and 770hp nuff said
And there is SCANIA with V8 👍🏻
The con of inline 6 is the crankshaft bending under load(on a micrometer level), becaus of the engine lenght. The V8 is much more robust on that way, shorter crankshaft, the power (joules), is divided by 2 heads, the cooling solution is easier on V because of head divisor, on inline 6 you have always the most distant cilynder hotter than the others from inlet water cooling. However, manufacturer costs are over the V8 benefits. Unfortunately.
Running cost are better on an inline 6.
They produce peak torque at around 1100-1400rpm , cruise at 60mph doing 1150rpm means much better fuel burn, cant do that with a V8
@@nipponsuxs my experience from Scania 14 and 16 liter since 80’s is, the V8 burn less fuel at 2/3 of torque green band, even at 1400rpm, burns less than inline 6 at 1200rpm. Of course, the nature of V8 is not running under load at 1100, even if they say it has 2500Nm on that rpm (maybe with twin small turbos as Iveco turbostar 48 had back then). That V8 can run 2-2,5 million kms without opening with a good preventative maintenance. Scania V8 allways loved high rpm with pedal to spare to make great consumption. Too low rpm, whatever engine is, creates more stress and heat under heavy load than higher rpm enough to breath but not at full limit
1:43 Why is the information on Scania over 10 yrs old when info on Volvo is accurate? the most powerful engine is the 770hp Scania engine with 3700nm of torque
I agree but I had an S650 and a 770 demonstrator yet I didn’t find any real difference running at 44tons normally from Hull in England to Holyhead similar times and as UK motorways are very crowded making them almost identical..That’s just my opinion and I’ve had Scania V8s since 1974 when it was the 140 …
Wish this video delved more into the actual engineering aspect. For example, it never explains how the inline configuration allows for higher torque vs a V configuration with similar displacement and a same number of cylinders. Overall this video just seems like it reads off a brochure from the manufacturer instead of a deeper dive.
Cummins and Detroit Diesel were not mentioned in the list of American brands. Seems like a big omission.
2:20 arrrrrgh XD