Comprobacion Rendimiento y Consumo de Combustible

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Issue 4
en
Checking performance and fuel

consumption
PGRT and FKN series
Work description
Scania CV AB 2009, Sweden
Contents
Contents
Introduction
.................................................................................. 3
Procedure
.................................................................................. 5
Preparations
.................................................................................. 6
Asking the customer
.................................................................................. 7
Analysing tacho charts ............................................. 8
Checking how the vehicle is driven

and the pulling power
Troubleshoot the vehicle
................................................................................ 10
SCOP ...................................................................... 11
Stored operational data ........................................... 15
Acceleration test on a flat road ............................... 26
Hill test ................................................................... 28
................................................................................ 31
High fuel consumption ........................................... 31
Low power output or poor pulling power............... 32
Abnormal smoke emission ..................................... 32
Troubleshooting the vehicle, trailer and
powertrain............................................................... 34
Troubleshooting the fuel and fuel system .............. 35
Troubleshooting the electronic control system....... 36
Troubleshooting the charge air system................... 37
Troubleshooting the EGR system........................... 38
Troubleshooting the exhaust system ...................... 39
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Introduction
Checking performance
Introduction
High fuel consumption and poor pulling power are not always
caused by a technical fault in the vehicle. The fuel consumption
and pulling power are greatly influenced by the following factors
for example.
How the driver operates the vehicle
The total weight of the vehicle
Use of the power take-off
The energy content of the fuel
The air resistance of the vehicle
The rolling resistance of the vehicle
The road surface
The topography
The weather conditions
The following describes a timesaving and efficient procedure to

check performance and fuel consumption.
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Introduction
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Procedure
Procedure
A technical investigation of the vehicle is both
expensive and time consuming. Therefore, first
ensure that the problem is not caused by any of
the factors on the preceding page.
Analyse the stored operational data that

you obtained. Compare this with the
information obtained from SCOP.
If the customer claims that the vehicle
seems to have poor pulling power, this can
be checked by carrying out a performance
test. You can carry out an acceleration test
or a hill test.
This is achieved by following steps 1-3 below.

Note that the actions described in the first three
steps are not exact methods of measurement.
You will however gain an indication of
whether the fault is due to the vehicle or due to
other circumstances.
4 Troubleshoot the vehicle
IMPORTANT! Allow the customer to be

present when you carry out step 3 so that the
customer understands what your conclusion is
and how you reached it.
The above steps are described in more detail in

this booklet.
If the above analysis indicates that the fault

is with the vehicle - troubleshoot the
vehicle.
Allow the vehicle to remain outside the

workshop until you are ready to carry out
step 4.
1 Preparations
Note down any fault codes.
Save and print the vehicles stored
operational data using SDP3.
If high fuel consumption is the problem request information from the tachograph
and drivers log-book in order to carry out
a correct performance check. The longer
the time period being reviewed, the greater
the accuracy.
2 Asking the customer
Find out everything that the customer
knows about the problem.
3 Checking how the vehicle is driven and
the pulling power
Analyse the vehicle in SCOP.
You can prepare yourself before meeting
the customer by accessing the vehicle
specification in SCANIA MULTI and then
entering this information into SCOP. You
must however check that this information
corresponds to the vehicle.
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Preparations
Preparations
There are many things that can be investigated
before beginning to troubleshoot the vehicle.
Therefore, allow the vehicle to remain outside
the workshop.
At this point you should only carry out the
steps below.
Note down any fault codes stored in the

vehicle.
Obtain the vehicles stored operational

data.
If high fuel consumption is the problem,

the following points should also be carried
out.
Request to see a drivers log-book that

describes the fuel consumption.
Request information from the

tachograph for different driving
situations.
Measure the fuel density by weighing

1 litre (= 1 dm3 ) of the vehicles fuel or
use measuring equipment 588 158. In
SCOP, density is indicated using the
unit kg/m3.
Lower density results in lower engine
power output. The power output of our
engines is stated for a fuel density of
840 kg/m3 at 15C.
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Asking the customer
Asking the customer
Select information from the tachograph

that represents how the vehicle is used.
If the vehicle has a tachograph with
graph charts - analyse the tacho charts
according to the section Analysing tacho
charts. If the vehicle has a digital
tachograph - print the information from
the tachograph.
Using the drivers log-book, find out the

fuel consumption for the same days
covered by the tachograph.
Note: Before carrying out the following steps

you should first follow the instructions in the
section Preparations.
Find out as much as you can about how the
customer experiences the problem, by going
through the following list together.
Find somewhere quiet and undisturbed to sit
down with the customer.
Use the information to build up a picture of the
problem and the troubleshooting to follow.
What is the problem? High fuel

consumption? Poor pulling power?
Is the problem based on a comparison with

another vehicle? If so, are the conditions the
same for both vehicles? For example,
compare the rear axle gear ratio, engine
power output and total weight of both
vehicles.
Has the problem always been present or did

it arise at a certain time?
If the problem arose at a certain time, it
could be due to a technical fault or
something else being changed at that time.
Enter the following data - obtained using

the tachograph - into SCOP.
The cruising speed. The speed the driver

attempts to maintain for most of the
journey.
The number of stops (include those

times when the vehicle has had a speed
below 20 km/h).
Road distance.
The average speed. Calculate the

average speed by dividing the driven
distance by the time it took to cover that
distance. Disregard longer stops such as
rest stops.
Analyse any fault codes that were retrieved

and see if they can indicate what the cause
of the problem could be. Note down your
conclusions and save them for any
troubleshooting of the vehicle that may be
required.
How is the vehicle maintained?

Could poor maintenance be the cause of the
problem?
Have they changed the trailer to check

whether the problem is related to that?
Have they checked by having the vehicle

driven by different drivers?
If high fuel consumption is the problem, the

following points should also be carried out.
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Asking the customer
Analysing tacho charts
Interpret the tacho chart as follows.
A tacho chart.
1 Time scale in hours
2 Vehicle speed
3 One stop
4 Road distance. The distance between each peak on the curve indicates that the vehicle has
travelled 10 km.
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Asking the customer
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Checking how the vehicle is driven and the pulling power

sections Preparations and Asking the customer.
IMPORTANT! Let the customer be present
when you follow this section so that the
customer understands what your conclusions
are and how you reached them.
This section describes how to check if the
vehicle actually consumes too much fuel or has
poor pulling power.
The section is subdivided as follows.
SCOP - the information which should be

entered into the SCOP program is
described here.
In SCOP there are features such as power
and torque diagrams, information for
acceleration and hill tests, plus an
indication of how much fuel the vehicle
should consume and the most economical
road speed range and engine speed range
for the vehicle.
10
Stored operational data - explains how to

analyse the stored data you obtained.
Acceleration test - explains how to check

the pulling power of the vehicle by
carrying out an acceleration test.
Hill test - explains how to check the

pulling power of the vehicle by carrying
out a hill test.
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SCOP
In the SCOP program you can specify the
vehicle and obtain the information below.
Power and torque diagrams - the power

and torque curves indicate, among other
things, within which engine speed range
the engine achieves maximum torque and
the engine speed at which torque
breakaway begins. If the vehicle is driven
at an engine speed where breakaway has
started the engine will have poor pulling
power.
The stored operational data of the vehicle
shows the the engine speed ranges in which
the vehicle was driven. Compare with the
SCOP power and torque diagram.
Data from an acceleration test on a flat

road
Data from a hill test
Fuel consumption - compare the SCOP

value with the fuel consumption you
calculated using the figures from the
drivers log-book. Compare with the
calculated value obtained from the stored
operational data.
IMPORTANT! The fuel consumption from

SCOP only gives an indication of what the fuel
consumption should be. It should not be
regarded as a precise fuel consumption value.
The most economical vehicle speed

range - compare with the cruising speed
shown by the tachograph. Also compare
with the vehicle speed shown in the stored
operational data.
Recommended engine speed intervals compare with the engine speeds at which
the vehicle has been driven according to
the stored operational data.
The following is a short description of the

information to be entered into SCOP. The
SCOP user manual gives a more detailed
description of how to use the program.
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11
General information for SCOP

Below is a description of which information
must be entered, irrespective of whether the
problem concerns high fuel consumption or
poor pulling power.
Enter information about:
Engine type
You do not need to choose an exhaust
brake.
Allow the Power output factor to remain
as 1.
Gearbox and whether the customer uses the

retarder, if fitted.
Rear axle gear and gear ratio.
Tyres.
Fuel temperature and density.
Note: The fuel density and temperature are

important for the result obtained, and it is
therefore necessary that this information is
entered.
Air temperature.
If an acceleration test or a hill test is to be
performed, enter the current air
temperature.
To check fuel consumption indicate the
average temperature for the days to be
analysed.
Gross train weight of the vehicle.
Weight on the driving axle.
Frontal area information.
Information about the road surface.

If poor pulling power is the problem, you
only need to select the type of road surface.
If high fuel consumption is the problem,
you should also select the type of
topography.
Click on the calculator.
The following pages describe how to proceed,

depending on whether the pulling power is
poor or whether the fuel consumption is high.
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Information in SCOP when the

pulling power is poor
It is not necessary to enter more information
into SCOP if you only want to check the
pulling power.
You can obtain the following information.
1 Engine power and torque diagram.
The torque curve indicates, among other
things, within which engine speed range
the engine achieves maximum torque and
the engine speed at which torque
breakaway begins. If the vehicle is driven
at an engine speed where breakaway is
activated, the engine will have poor pulling
power.
The vehicles stored operational data can
be used to check in which engine speed
ranges the vehicle has been driven.
Compare with the power and torque
diagram.
2 Data from an acceleration test on a flat
road and hill test.
The information in the group box Acc.
should be used when you carry out an
acceleration test.
The information in the group box Hill test
should be used when you carry out a hill
test. There you must also enter the gradient
of the hill. In the section Hill test is an
explanation of how to measure the
gradient.
Enter the data in the group boxes and then
follow the instructions in the sections
Acceleration test and Hill test.
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13
Information for SCOP when the

fuel consumption is high
If high fuel consumption is the problem you
should continue to enter the information into
SCOP as described below.
Note: First you must enter the information as
described in the section General information
for SCOP.
Enter the following information:
1 Whether the vehicle has been subjected to
power driving, i.e. outside the green engine
speed range. Check this by looking at the
vehicles stored operational data.
2 Whether the power take-off has been used
on the vehicle.
Select power take-off and then enter
information about the power output, power
take-off speed and operating time.
3 A stretch of road which corresponds with
information from the tachograph.
4 The number of stops according to the
tachograph.
5 The cruising speed according to the
tachograph.
When you have entered all the information.
1 Click on the calculator.
2 Compare the average vehicle speed you
calculated using the information from the
tachograph with the average speed that
SCOP has calculated. The speeds should
correspond.
3 You can now see the fuel consumption
figure that SCOP has calculated.
There are many factors affecting fuel
consumption. It is important that all data in
SCOP is entered as correctly as possible so
that the calculated fuel consumption
corresponds. This gives an indication of
how much fuel the vehicle should
consume.
If the actual fuel consumption of the
vehicle is lower than or equal to the
calculated consumption, there is no
problem with the fuel consumption.
If the actual fuel consumption of the
vehicle is higher than the calculated
consumption - continue according to the
section Stored operational data.
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Stored operational data

According to the section Preparations you
should have obtained the vehicles stored
operational data. It is now time to analyse this
data.
The engine control unit is one of the control
units which stores operational data. When
vehicle information is stored using SDP3 the
operational data can be read off from the control
units total running time.
If the operational data from a vehicle has been
stored on several occasions the two files can be
compared, providing operational data for a
particular period.
This section describes the operational data that
is useful when analysing vehicle performance
and fuel consumption.
Go through the operational data of the vehicle
with the customer and compare it with the
results you obtained from SCOP.
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15
Speed
The bar chart shows an example of operational

data for vehicle speed. In the bar chart it is
possible to see for what part of the operational
time the vehicle has been driven within the
different speed ranges.
Compare the vehicle speed with the most
economical vehicle speed range that you
obtained using SCOP.
At cruising speed the engine speed should be
within the green engine speed range.
If the bar chart indicates that the vehicle has
been driven a lot at low speed, but this is not the
case, there may be an error in the message from
the tachograph to the engine control unit
regarding the vehicle speed. If the vehicle speed
signal is incorrect the engine control unit
registers a preset speed value of 15 km/h.
16
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Coolant temperature

data for engine coolant temperature. In the bar
chart it is possible to see for what part of the
operational time the engine coolant temperature
has been within different ranges.
A cold engine consumes more fuel than a warm
engine.
On certain engines, the engine power output is
reduced slightly at coolant temperatures
exceeding 100C.
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17
Engine speed

data for engine speed. In the bar chart it is
possible to see for what part of the operational
time the engine speed has been within different
ranges.
The engine speed ranges differ between
different control units.
When the vehicle is driven at engine speeds
within the green zone on the tachometer the
vehicle consumes the least fuel.
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Charge air temperature

data for charge air temperature. In the bar chart
it is possible to see for what part of the
operational time the vehicle has been driven
within the different charge air temperature
ranges.
Under normal circumstances, the charge air
temperature should be approximately 10C
higher than the outside temperature. If the
charge air temperature is too high, the engine
output will be reduced and the fuel consumption
will increase.
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19
Fuel supply pressure (HPI)

data for fuel supply pressure. The bars show for
what part of the operating time the supply
pressure deviation has been within different
ranges in comparison with the expected value.
If the supply pressure is lower than it should be,
a fault code is generated and the engine torque is
reduced by approximately 30%.
20
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95
95
90
80
70
60
50
40
30
20
10
13
450
450
650
650
950
950
1100
1100
1250
1250
1400
1400
1550
1550
1700
1700
1850
1850
2000
2000
2500
2500
142 365
Load
rpm
Above is an example of the what the load matrix

can look like for a vehicle. The table shows for
how much of the operational time the vehicle has
been driven with a particular load in the different
engine speed ranges. The control unit only stores
the operating time when the engine speed
exceeds 0 rpm.
When the vehicle is driven within the optimum
engine speed range it uses the least amount fuel.
The higher the load, the higher the fuel
consumption.
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Use SCOP to find out which engine speed

range(s) is(are) optimum for each engine type.
Because the recommended engine speed ranges
are different for each engine type, it is not
possible to draw up a general table dividing
engine speeds into ranges.
Compare the stored operational data from SVAP
with the data obtained from SCOP to see if the
vehicle has been driven within the recommended
ranges.
21
Analysing the vehicle

A high fuel consumption is often due to the fact
that the vehicle has been incorrectly specified
and it is therefore driven outside the
recommended (green) engine speed ranges for a
large part of the time.
Two examples are provided below, depicting an
incorrectly and correctly specified vehicle with
engine DT1203.
Rear axle tab in SCOP
Engine type: DT1203

Rear axle ratio: 3.08
3.40
3.27
Tyres: 295/60 R22.5
3.08
Gearbox: GRS900
For those engines that have two green engine

speed ranges, when specifying a vehicle it is
possible to select which engine speed range the
vehicle should fall within during normal
operation. The low engine speed range is used in
order to optimise a vehicle for low fuel
consumption. The recommended engine speed
range is used in order to obtain better
driveability, resulting in a slightly higher fuel
consumption.
22
2.92
2.71
1480
1415
1
1240
1160
40
50
60 70
80
90 100 km/h
A = Low engine speed range

B = Recommended engine speed range
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147 975
When information about the vehicle is entered

in SCOP, it indicates that the vehicle has been
incorrectly specified. The speed falls in the
range between the green engine speed ranges.
When the vehicles stored operational data is

viewed, this confirms the fact that the vehicle
has been driven outside the green engine speed
ranges for a large part of the operating time.
90
95
80
90
70
80
60
70
50
60
40
50
95
30
40
20
30
10
10
20
450
450
650
650
950
950
1100
1100
1250
1250
1400
1400
1550
1550
1700
1700
1850
1850
2000
2000
2500
2500
10
147 976
Load matrix
Load
rpm
A = 20% of the operating time

B = 43% of the operating time
C = 5% of the operating time
This indicates that only 25% of the operating
time is within the green engine speed range.
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23
Here the gearbox and the rear axle ratio have

been modified.
Rear axle tab in SCOP
Engine type: DT1203

3.40
3.27
Rear axle ratio: 2.92

Tyres: 295/60 R22.5
3.08
When information about the vehicle is entered

in SCOP, it indicates that the vehicle has been
correctly specified. The speed falls within one of
the green engine speed ranges.
For those engines that have two green engine
speed ranges, when specifying a vehicle it is
possible to select which engine speed range the
vehicle should fall within during normal
operation. The low engine speed range is used in
order to optimise a vehicle for low fuel
consumption. The recommended engine speed
range is used in order to obtain better
driveability, resulting in a slightly higher fuel
consumption.
24
1480
2.92
1400
2.71
1240
40
1160
50
60
70
80
90
100 km/h
A = Low engine speed range

B = Recommended engine speed range
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147 973
Gearbox: GRSO900
When the vehicles stored operational data is

viewed, this confirms the fact that the vehicle
has been driven within the green engine speed
ranges for a large part of the operating time.
90
95
80
90
70
80
60
70
50
60
40
50
30 40
13
20
30
20
95
10
10
11
450
450
650
650
950
950
1100
1100
1250
1250
1400
1400
1550
1550
1700
1700
1850
1850
2000
2000
2500
2500
rpm
A = 60% of the operating time

B = 10% of the operating time
C = 10% of the operating time
This indicates that 70% of the operating time is
within the green engine speed ranges.
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25
147 974
Load matrix
Load
Acceleration test on a flat

road
Preparations
The acceleration test can be performed with
either SDP3 or SCOP.
If using SCOP, obtain the information for the
acceleration test as indicated in the section
SCOP.
The fuel density and temperature are important
for the result obtained, and it is therefore
necessary that this information is entered.
Choose a level road with no traffic. You can
use a Clinometer (see below) to check that the
road is level.
The test requires two people - one to drive the
vehicle and one to run the program.
Run the engine until it reaches normal
operating temperature before the test is carried
out.
Tools
Clinometer
Part no. 1 593 822
Acceleration test using SDP3

1 Connect SDP3 to the vehicle. The test is
found under User functions in SDP3.
Select Externally controlled engine
functions from the menu and then
Regulating engine speed with accelerator
pedal. The test is found under the Test tab.
2 Follow the instructions in SDP3 to carry
out the test.
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Acceleration test using SCOP

1 Drive the vehicle to the chosen stretch of
road.
2 In SCOP you were given a number of gears
that the test could be performed in. Select a
gear which will give a time between 15 and
25 seconds.
There are two engine speeds given for each
gear. You should measure the time
between these two engine speeds.
Use the stop watch in SCOP to record the
time.
3 Drive the vehicle at an engine speed of
between 800 and 900 rpm.
4 Select the previously chosen gear and fully
depress the accelerator pedal until you
have reached the highest engine speed
stated in SCOP. Measure the time between
the two engine speeds stated in SCOP.
5 Carry out the test several times in both
directions.
6 Calculate the average time and compare it
with the time calculated in SCOP. A
difference of 1 second is considered
normal.
If the average time is the same as the time
according to SCOP, this indicates that the
vehicle pulling power is OK.
If the average time is longer than the time
according to SCOP - troubleshoot the
vehicle.
If the average time is shorter than the time
according to SCOP, this indicates that the
vehicle is more powerful than expected.
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27
Hill test
Preparations
The hill test can be performed with either
SDP3 or SCOP.
If using SCOP, obtain the information for the
hill test as indicated in the section SCOP.
The fuel density and temperature are important
for the result obtained, and it is therefore
necessary that this information is entered.
Find an empty stretch of road. Check the slope
of the road, preferably via information from the
local authorities, or by using a Clinometer (see
below).
The test requires two people - one to drive the
vehicle and one to run the program.
Run the engine until it reaches normal
operating temperature before the test is carried
out.
Tools
Clinometer
Part no. 1 593 822
Hill test using SDP3

1 Connect SDP3 to the vehicle. The test is
found under User functions in SDP3.
Select Externally controlled engine
functions from the menu and then
Regulating engine speed with accelerator
pedal. The test is found under the Test tab.
2 Follow the instructions in SDP3 to carry
out the test.
28
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Hill test using SCOP

1 Drive the vehicle to the chosen stretch of
road.
2 In SCOP you were given a number of gears
that the test could be performed in. Choose
a gear.
There is one engine speed given for each
gear. The vehicle should be able to
maintain this speed during the whole
climb.
3 Before you reach the hill you should ensure
that the chosen gear is selected and that
you are maintaining the engine speed
stated in SCOP. The engine speed can best
be maintained by engaging cruise control.
4 Apply full throttle just before reaching the
hill.
5 Maintain full throttle until you have
reached the top of the hill. Observe
whether the engine speed changes.
6 Carry out the test several times.
7 If the engine speed was constant then there
is no problem with the pulling power of the
vehicle.
If the engine speed decreases troubleshoot the vehicle.
If the engine speed increases then the
vehicle is more powerful than expected.
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29
Example of acceleration tests

Below are results from acceleration tests
carried out with a tractor unit, with and without
a trailer. The tests were carried out with a
virtually identical gross weight.
Two tests were carried out with only the tractor
loaded with weights.
Two tests were carried out with the same
tractor with the trailer loaded to the same gross
weight.
Weight
(tonnes)
Gear
Time (s), test 1 Time (s), test 2
18.38
6L
12.6
13.0
18.69
6L
14.3
14.5
1.7
1.5
Difference (s)
Here it is possible to see how the rolling
resistance of the trailer affects the result. The
trailer was approximately 6 months old at the
time of the test. The tyres had no signs of being
unevenly worn. The trailer was tested, without
remarks, on a roller brake tester to check the
rolling resistance.
The example shows why a tolerance of +/- 1
second is necessary.
For further information see the section
Troubleshoot the vehicle under the heading
Troubleshooting the vehicle, trailer and
powertrain.
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00:03-13

sections Preparations, Asking the customer and
Checking how the vehicle is driven and the
pulling power.
The section is subdivided into troubleshooting

of the following areas:
The following pages describe how to

troubleshoot the vehicle.
Troubleshooting can be used if you have one of
the following problems:
High fuel consumption
Low power output and poor pulling power
Abnormal smoke emission
Vehicle, trailer and powertrain
Fuel and the fuel system
The electronic control system
Charge air system
Exhaust system
High fuel consumption

If the fuel consumption is high, you should
troubleshoot as described in the following
sections. Troubleshoot in the following order.
The following vehicle characteristics are of

great importance to the fuel consumption of the
vehicle.
1 Vehicle, trailer and powertrain
The vehicle specification
2 Fuel and the fuel system
The vehicle and trailer bodywork
3 The electronic control system
The optional equipment
4 Charge air system
The wheel and axle settings
5 EGR system
The brakes
6 Exhaust system
The function of the entire powertrain
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31
Low power output or poor pulling power

If the power output is low or the pulling power
is poor, you should troubleshoot as described in
the following sections. Troubleshoot in the
following order.
The quality of the fuel greatly affects the power

output and pulling power of the engine.
Likewise, the fuel system in general also has a
great influence.
1 Vehicle, trailer and powertrain
Also check that the white smoke limiter is

working. If it is not working properly, the
vehicle may seem to have poor pulling
power.
Also check that the charge air pressure

sensor and charge air temperature sensor
are working. If they are not working, the
vehicle may seem to have poor pulling
power.
2 Fuel and the fuel system

3 The electronic control system
4 Charge air system
5 Exhaust system
Abnormal smoke emission

Black smoke - the relation between the amount
of air and fuel supplied to the engine, and any
faults in the exhaust system, determine the
amount of black smoke produced.
1 Check the charge air system as described in
the section Checking the charge air system.
Too little air in relation to the amount of
fuel results in black smoke.
2 Check the exhaust system as described in
the section Checking the exhaust system.
The exhaust back pressure in the complete
exhaust system and any exhaust leakage
before the last exhaust turbine (in the
direction of flow) have an effect on the
smoke emission.
5 Check the EGR system as described in the

section Checking the EGR system.
If the EGR content at high loads is too
high, black smoke is produced.
White smoke - white smoke is unburned fuel
or water that evaporates together with the fuel
in the combustion chamber.
Check the fuel and the fuel system according to
the steps below. Remedy any faults and then
check smoke emissions right after performing
the measures.
3 Check the fuel and fuel system according

to section Checking the fuel and the fuel
system.
4 Check that the white smoke limiter is
working.
32
00:03-13
Check that the white smoke limiter is

working
Check that the wastegate valve, if

fitted, functions correctly
Check that the injectors are of the

correct type and are not defective
Check that the cold start function, if

Check that coolant is not leaking into

the combustion chamber via the
cylinder liner or the cylinder head
Check whether there is water in the

charge air cooler
Check that the engine has the correct

compression by carrying out a
compression test using SDP3
The compression of the engine affects
the amount of white smoke.
00:03-13
33
Troubleshooting the vehicle, trailer and powertrain

Check the vehicle, the trailer and the
powertrain according to the steps below.
Discuss with the customer those points that
according to your conclusions may have had an
effect.
34
Check that none of the brakes in the

vehicle combination are binding
Check that the vehicle and the trailer

have the correct wheel and axle
settings
If the wheel and axle settings are
incorrect, the rolling resistance of the
vehicle will be greater, leading to
increased fuel consumption.
Check that there is no abnormal

friction in components such as wheel
bearings or the bearings in the
powertrain
Check if there is any extra equipment

fitted that affects the fuel
consumption, for example, power
take-off and AC cooling fans
Use SCOP to check that the vehicle

has the correct gear ratio
Check that the vehicle has the correct
ratios for the gearbox and the rear axle
gear, and also for the vehicles transport
application.
Check that the tyres are of the correct

type and dimensions and have the
correct inflation pressure
Check how much the bodywork affects

the air resistance of the vehicle
The bodywork affects the fuel
consumption. Check the appearance of
the bodywork.
Factors such as different heights of
tractor and trailer and long distance
between vehicle and trailer have an
effect.
Using different trailers or bodywork
from time to time may also have an
effect.
Loose tarpaulins may also have this
effect.
Check to see if there is any extra

equipment that affects the air
resistance of the vehicle
A vertical roof sign on the vehicle, bull
bars and decoration such as the Michelin
man all affect fuel consumption.
00:03-13
Troubleshooting the fuel and fuel system
Check the fuel and the fuel system according to

the steps below.
Repair the fault and immediately afterwards
check fuel consumption, power output, pulling
power or smoke emissions, depending on the
subject of troubleshooting.
Check that there are no fuel leaks
Carry out a performance test using

SCOP
Carry out a compression test and

check cylinder balancing using SDP3
Troubleshoot the unit injectors and

fuel system
Check with SDP3 to see if the engine

control unit has generated any fault
codes
Check that the fuel is of an approved

quality
The quality of the fuel greatly affects the
fuel consumption. The fuel consumption
may be normal in relation to the quality
of the fuel. See the service information in
Scania Multi.
Check that the fuel supply pressure is

correct
Check the supply pressure with SDP3 or
measure it according to the instructions
in the service information in Scania
Multi. If the supply pressure is too low
the engine will lose pulling power. This
can in turn lead to the driver changing
down, leading to power driving and
increased fuel consumption.
The following factors may affect the
supply pressure:
- The suction strainer in the tank is
blocked.
- The fuel line between the tank and the
feed pump is leaking or constricted. A
leak can be difficult to detect.
- The feed pump is not working
satisfactorily.
- The fuel filter is blocked.
- The overflow valve is faulty.
00:03-13
PDE: Troubleshoot and overhaul the

unit injectors according to the section
in Scania Multi that covers unit
injectors, PDE, Checking and cleaning
HPI: Troubleshoot according to the

section in Scania Multi that covers
troubleshooting of the Scania HPI fuel
system
35
Troubleshooting the electronic control system
Check the electronic control system according

to the steps below.
36
Check the earthing point for the

control unit
It is important for the control unit to be
earthed correctly.
Ensure that control unit connectors

are clean and not coated with verdigris
or oxides
00:03-13
Troubleshooting the charge air system

Check the charge air system according to the
steps below.
If the vehicle has a winter air intake,

check that it is correctly adjusted
Important! The winter position should
only be used when the outdoor
temperature is below +5C.
Check that the intake system is of the

original design and that the air filter is
not blocked
Check the vacuum in the intake (vacuum
indicator, refer to maintenance
instructions step 1) which will indicate
whether there is a fault.
Check the intake manifolds before the

air filter and between the air filter and
turbocharger
Check that none of the bellows have been
squeezed together.
Check that all the intake manifolds are

intact and that the intake system is not
leaking
Pressure test the charge air cooler
according to the description in the
service information in Scania Multi.
4b
Check the charge air pressure sensor

Measure the charge air pressure using
measuring kit 99 362 (see description in
Scania Multi) and compare it to the
charge air pressure in SDP3.
00:03-13
Note: Remember that SDP3 displays

absolute pressure (turbocharger pressure
plus atmospheric pressure), i.e. it should
be approximately 1 bar higher than the
pressure measured.
5
Check that the turbocharger is

working and is free from oil and soot
deposits
Check that the charge air cooler is not

blocked, internally or externally
The temperature after the charge air
cooler should be 5-10C above ambient
temperature.
Check that the damper in the EGR

valve is not jammed and that the
venturi is working correctly
Check that the wastegate valve, if

Check that the noise baffle, if fitted,

functions correctly
37
Troubleshooting the EGR system

Check the EGR system according to the steps
below.
38
Visually check that the exhaust brake

is not applied
Check the charge air temperature

sensor and mass flow sensor using
SDP3
Check whether the water-cooled EGR

cooler is blocked
The water-cooled EGR cooler may be
blocked if the engine had a serious fault,
such as a leaking injector.
Clean the EGR cooler. Refer to
Workshop Manual, subgroup 01-65
EGR system, water-cooled EGR cooler.
Make sure there are no leaks in the

charge air system
Leakage in the charge air system can
cause black smoke.
00:03-13
Troubleshooting the exhaust system

Check the exhaust system according to the
steps below.
Repair any faults, and immediately afterwards
power or smoke emissions, depending on what
you are troubleshooting.
Check that the exhaust system is of the

original design and that the silencer is
intact.
The exhaust back pressure must not be
too high.
Check that there are no leaks in the

exhaust system before the gas flow
reaches the last exhaust turbine.
Check that the exhaust brake is correctly

adjusted, is not worn and is working
satisfactorily. Also check the
proportional valve.
Check that the turbine in the

turbocharger is working and not chafing
on the turbine housing.
Also check the power turbine in the

turbocompound unit (engines equipped
with turbocompound).
00:03-13
39

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00:03-13

Checking performance and fuel

Scania CV AB 2009, Sweden

Asking the customer

Checking how the vehicle is driven

Troubleshoot the vehicle

Scania CV AB 2009, Sweden

How the driver operates the vehicle

The total weight of the vehicle

Use of the power take-off

The energy content of the fuel

The air resistance of the vehicle

The rolling resistance of the vehicle

The road surface

The weather conditions

The following describes a timesaving and efficient procedure to

Scania CV AB 2009, Sweden

Scania CV AB 2009, Sweden

Analyse the stored operational data that

This is achieved by following steps 1-3 below.

4 Troubleshoot the vehicle

IMPORTANT! Allow the customer to be

The above steps are described in more detail in

If the above analysis indicates that the fault

Allow the vehicle to remain outside the

Scania CV AB 2009, Sweden

Note down any fault codes stored in the

Obtain the vehicles stored operational

If high fuel consumption is the problem,

Request to see a drivers log-book that

Request information from the

Measure the fuel density by weighing

Scania CV AB 2009, Sweden

Asking the customer

Asking the customer

Select information from the tachograph

Using the drivers log-book, find out the

Note: Before carrying out the following steps

What is the problem? High fuel

Is the problem based on a comparison with

Has the problem always been present or did

Enter the following data - obtained using

The cruising speed. The speed the driver

The number of stops (include those

The average speed. Calculate the

Analyse any fault codes that were retrieved

How is the vehicle maintained?

Have they changed the trailer to check

Have they checked by having the vehicle

If high fuel consumption is the problem, the

Scania CV AB 2009, Sweden

Asking the customer

Analysing tacho charts

Interpret the tacho chart as follows.

Scania CV AB 2009, Sweden

Asking the customer

Scania CV AB 2009, Sweden

Checking how the vehicle is driven and the pulling power

Checking how the vehicle is driven and the pulling power

Note: Before carrying out the following steps

SCOP - the information which should be

Stored operational data - explains how to

Acceleration test - explains how to check

Hill test - explains how to check the