Exactly 35 years ago, Bavarian truck maker MAN unveiled a 4×2 on-highway tractor with a massive V10 underneath its tilt cab. Their F90 19.462 was born, at that point the most powerful European standard tractor unit on the market. These days, a maximum power output of 460 hp is nothing to write home about, but back then it certainly was.
The history of the brute can be traced back to the mid-seventies, when MAN and Mercedes-Benz joined forces to develop a new generation of 90 degrees V-diesel engines, from a V6 all the way to a V12.
An example of a MAN V10 creature, a D 2840 LF/460 engine. Displacement 18,273 cc, twin-turbocharged and intercooled.
At its introduction, the maximum power output of the F90-series V10 was 460 hp @ 2,000 rpm. Maximum torque 2,080 Nm~1,534 lb-ft @ 1,000 – 1,200 rpm. Compression ratio 15:1.
The Mercedes-Benz version of that 18.3 liter V10 was the OM 423 LA, which arrived in 1984; the naturally aspirated OM 423 dates back to 1980. Yet their 1988 – 1998 SK-generation of heavy-duty trucks and tractors never got that engine, the same applies to all later Actros models.
More horses were put in the MAN cave at the end of 1990, the number 462 in the model designation changed to 502 (the last digit refers to the vehicle’s series).
Intermezzo: let’s listen to some heavy metal now -while enjoying the scenery- played by a 1991 MAN F90 19.502 tractor from the UK (LHD though). Well done!
In 1994, the F90 was updated and it transformed into the F2000. In the meantime, several competitors had gone beyond 500 hp. But then MAN came up with an overwhelming reaction.
That reaction was the F2000 19.603 with 600 hp (as you might have already guessed), introduced in 1996. The tractor as pictured has the tall and roomy Roadhousehaus cab.
As before, the V10 was combined with a synchronized 16-speed ZF transmission.
I took this picture from an old magazine I still have, showing the D 2840 LF/21 engine in an F2000 19.603. The new numbers: 600 hp @ 1,700 rpm, 2,700 Nm~1,991 lb-ft @ 1,100 – 1,450 rpm. Compression ratio 17:1. The engine’s dry weight is 1,178 kg (2,597 lbs).
The mighty V10 made it into the 21st century, when it had to meet the Euro 3 emission standards. By then, its maximum power output was 660 hp (peak torque unchanged), yet it was only available in the 41.660 heavy-haulage tractor, the burly member of the all-new 2000 TGA family (photo courtesy of Trucks And Cranes).
But all good things must come to an end. The V10 roared its swan song in 2007, when the TGA-series was superseded by the TGS/TGX.
The aging D 2840 monster couldn’t cope with the contemporary Euro 4 emission standards. MAN’s compliant new king was a 680 hp, 16.2 liter V8, co-developed with the Liebherr company. Still a giant of a truck diesel, no doubt.
There you go, a 2008 MAN TGX 18.680 V8 4×2 tractor, back in the summer of 2016.
MAN still builds a 16.2 liter V8, but not for their own on-highway vehicles (think marine and agriculture, for example). As a matter of fact, all European truck manufacturers have turned their back on V-engines. The one and only exception to the rule is Scania with their 16.4 liter V8. And as long as there are big diesel trucks, there will be a Scania V8.
Brute horsepower and torque. I would love to drive on of these rigs pulling our US legal 80,000 pounds thru the Rockies. Probably would have to watch for wheel slippage going up grades.
60,000kg over any of our steep roads would be fun, but yes traction is the limiting factor, my daily trip takes me over the Kaimai range empty one way 45,000kg return when it rains the empty climb is a constant wheel spin event the road twists alarmingly(to some) and leaving the trans in auto it spins at every up and down shift coming back loaded is only marginally better, the truck is only 20 tonnes and 8 wheel trailer 25 tonnes and 8×4 trucks spread the weight very evenly, Last week I had to drive a 6×4 Molvo 500 pulling a Btrain tanker much better traction and Volvos excellent Ishift trans, just a shame Mack AU managed to dial out all the ride comfort even at 50,000kgs its harsh compared to the same chassis with a Volvo cab with the same load.
And in Michigan you can pull up to 164,000 lbs!
Great read. 2 questions please – you say no more V8,so presumably straight 6 is the new default?
And do we say MAN or M-A-N?
M-A-N.
So apart from Scania, all top model trucks/tractors have an inline-six now, indeed. These days, the biggest six-cylinder in Europe is the 16.1 liter Volvo engine (dating back to the 1987 Volvo F16).
Motorenwerke Augsburg Neurenberg so it must be M.A.N.
It is said they were the first company that made a Diesel engine.
Today’s HGV’s are so nice to drive, I sometimes drive a TGX 440 I think (never look at the door what it says) a normal box truck with a stearing rear axle, in these M,A.N. ‘s there’s a washing machine turn knob to engage the transmission, you just sit and drive the thing. Once when I drove off it did not drive but it went dead slow, thought I broke it, after a few miles and a hughe jam behind me! found out I turned the washing machine knob into crawl mode when I discovered a small turtle on the knob.
A complete revolution since I drove a Hanomag Henschel in the early eighties, shift up down sideways you were always shifting gears, lousy brakes, noisy cab and suspension so hard you’d even feel rocks that were laying next to the road. Owa a bunk that was your place to sleep a night heater that was noisy.
Getting undressed made you look like a circus act.
But you were FREE, driving down to Barcelona your first report would be la Junquera at the French Spanish border. Today all HGV’s are connected to black boxes and sattellites a digital tacho records every move you make
We’d leave the French pĂ©age after Paris, drive down the N20 right through the middle of France and keep the toll money for ourselves, you were longer on the road driving but you did not care, the landscape was beautiful and always changed, you had places to stop to eat and sleep sitting at long tables in some routiers eating all together with other drivers. There was a sort of international comradery you all were doing the same job.
Yesterday a truck came to deliver 8 pallets with goods, the guy was from Ukraine and hardly spoke German, English or Dutch, we had to use thos translation app to offer him a coffee.
He said in whatever language he spoke he liked our coffee. He came from near Tsjernobyl he told my colleague.
And yet again a great Rammstein story! As an aside, why is it DAF instead of D-A-F 🙂
V-10’s are a rare configuration for a truck diesel, the only other one I have heard of would be the Isuzu 10TD1, a 30L 600 h.p. beast that powered the Giga Max tractors. Interesting article, thanks!
Magirus-Deutz and Tatra also had V10 diesel engines (both air cooled).
I’m surprised at a couple of things here. First that the US isn’t quite at the top, power wise, cars and light trucks have long featured larger engines than Europe, lower fuel costs diminish the efficiency factor and we do have a big country with lots of mountain passes from the Rockies west. But I guess we don’t often have the loads trucks in Europe do, while there’s a few states with triples and higher load limits, 80,000 pounds is often the max.
And the 6 cylinder inline block. Now being a longtime BMW driver I’m fond of that configuration, but a Vee engine tends to be a more rigid block and crank, something that I could see being important in extra HD engines.
Now I guess longevity is a factor and emissions might be tighter in a way, but supposedly some of the light trucks, with aftermarket turbos and software, have absolutely outrageous HP ratings, like up towards a thousand.
Mike, here are some numbers I’ve looked up, to give you an impression of gross weight limits elsewhere. These apply to the legally allowed extra long vehicles in that country, the “road trains”.
-The Netherlands (granted, everything flat): 132,000 lbs
-Sweden: 163,000 lbs
-Finland: 167,500 lbs
-Australia: 299,000 lbs
-Heavy and special haulage (could be anywhere): > 450,000 lbs
Only the Swedish brands go way beyond 700 hp in their standard trucks and tractors, I certainly wouldn’t call that “overkill” in their situation.
Back in the days, you had to call a dedicated specialist for something really powerful. Now you just ask your local dealership (in Europe that would be MAN, Mercedes-Benz, Volvo and Scania).
Interesting how the power band narrowed as the output went up, down to just 450 rpm from peak torque to peak power. I’d imagine it would take a bit of concentration to keep things in the zone in hilly country.
Are you referring to this: 600 hp @ 1,700 rpm, 2,700 Nm~1,991 lb-ft @ 1,100 – 1,450 rpm
Of so, maybe you missed that peak torque happens from 1,100 rpm to 1,450 rpm? That’s a big long plateau. And at a much higher level than the weaker version.
Or did I miss something?
No, I’ve got it wrong. The weaker engine has a 1,000rpm powerband, the stronger, 600rpm, though there is 800rpm between the end of the torque peak range and top of peak power in the first, and only 250rpm in the second (with just a 200rpm torque plateau in the first and 350 in the second).
You drive big diesels in the green band on the rev counter that is the torque band using higher rpms where the hp is peaking does not make them go any faster or pull any harder torque moves the load not horsepower so each gear has about 300 usefull rpm, once you reach the upper level of the torque shift up a half or full gear,
Most European diesel trucks run at around 14-1500 rpm at 90kmh, the speed limit that is about peak torque and where they are most efficient, American trucks over here are speed limited to the same and get along perfectly well I drive a 60 series Detroit and 1500 rpm is exactly the legal limit in 18th gear. That truck is only legally able to gross 46,500kgs it is too old to qualify for an overweight H permit of up to 60,000kg
The way torque is increased in diesels is through more boost (obviously). I’m pretty sure those higher boost levels are modulated to create those big, flat plateaus. I don’t know how else they could do that, because of the boost kept climbing with rpm, then there would be a torque spike at a certain point. It has to be some type of boost control. This could never happen in a non-boosted engine, and I’ve noticed that as power levels increase, so does the torque plateau increase in length. It’s the only logical explanation.
Interesting, I have a mack ea7 454hp,it has 24psi @ 1400 rpm and 29psi at 1800rpm,I modified the ait sensor and got big increase in tourqe and hp,no more boost,alot more timing and fuel about 70hp increase, now pulls 45ton or 90000lbs easily
Just for comparison reasons, MAN’s current top truck diesel, the D3876:
-Inline-six, 15.2 liter displacement.
-Max. power: 640 hp @ 1,800 rpm.
-Max. torque: 3,000 Nm~2,213 lb-ft @ 900 – 1,400 rpm.
Hi, do you know this engine turbo part number?
Part number? No. Better contact a MAN Truck & Bus dealership.
While it was never used in standard 38 tonne class trucks Mercedes did use the OM423 in a 6×6 heavy haul tractor, which Titan would hotrod with the V12 OM444. They also built a handful of turbo V10 powered homologation specials for ETRO truck racing in the late 80s.
Certainly, but not in the 1988 – 1998 SK-series (“Schwere Klasse”). The OM 423 and OM 423 LA were only used in the previous NG-series (“Neue Generation”).
I got to drive a MAN V10 rental when someone wrecked my own truck ( DAF 2800 Turbo) while I was a few days off. That MAN was a beast, geared for speed with a rear-axle also used on touringcar chassis, it could do 140 km/ph easy when not to heavy, and 160 as a single tractor. Loved that truck, but got a Scania 112 back when the insurance finally paid. Also nice, but that V10 was something special.
…160 km/h, roughly the top speed of a bread-and-butter compact hatchback back then, give or take a few kilometers per hour.
I’ve seen European truck road racing on TV a few times. Does anyone know which engines are used in the racing tractors?
Heavily tuned and modified factory engines. An example is the 1,000 hp DAF engine below, fully based on their contemporary 11.6 liter inline-six truck/bus/coach diesel (a design dating back to the late sixties). So a DAF race truck had a DAF engine, a Scania race truck had a Scania engine (the V8, of course), and so on.
The same applies to the Dakar rally raid trucks, the old and the current ones. Truck makers without an in-house engine had to use something else, naturally. I remember the Ginaf rally raid trucks with a Caterpillar engine, for example.
Curious about the configuration switch from V8 > I6. I have heard this trend is due to cab packaging. Evidently width is considered a critical dimension for power plants while height & length dimensions have more flexibility. Don’t know if this is true. Would appreciate a European perspective.
You don’t need a massive V-engine any longer for ample power, many European truck makers used to build them in the past, up to a V12.
These days, for almost all jobs, a 13 liter inline-six will get you anywhere; way over 500 hp (and close to 600 hp). It’s a simpler, more straightforward construction overall and easier to cool, crucial because of today’s emission standards (hence the huge grilles on modern cabovers). For the record: Volvo offers a 750 hp, 16.1 liter inline-six.
Scania is the last V-engine supplier on the Continent, a 16.4 liter V8. They won’t give it up as long as they can, it has become a USP. Their V8 engines -offered since 1969- are legendary, beloved and admired by many.
Now that MAN & Scania are part of Traton, I presume that the MAN/Liebherr V8 development might be offered in some future Scania.
Sort of the way Mack V8 blocks were shipped to Sweden to be finished in metric to accept Scania heads & reciprocating components, way back when.
I guess Scania’s current V8 is a “fresher” design overall, think meeting today’s emission standards for on-road vehicles, but one never knows what lies ahead.
I’ve also read that a V8 is and will be Scania-only. It’s a major part of their “premium” image, so to speak.
The new 13 liter inline-six is another story, a world engine for Scania, MAN and Navistar.
I wonder what is the typical rpms at 65 mph of a typical large diesel tractor trailer truck? Based on statistics listed on a previous post I’d guess 1,900 – 2,000 rpm. It seems automatic transmissions are becoming more common.
Can’t tell for 65 mph, because in practice, a big rig can’t drive faster than 56 mph here. If you leave the speed limiter for what it is, I must add.
Source DAF website: when rolling down the road at 85 km/h (53 mph), the MX engine -also used by Peterbilt and Kenworth- does 1,000 rpm.
Automated manual transmissions have become the norm here on heavy vehicles. AMT examples: Volvo I-Shift, Scania Opticruise and the ZF TraXon. This also applies to on/off-roaders (like the Tatra Phoenix) and heavy-/special haulage. You get crawler gears and other software for these specific applications.