EUROPART supplies spare parts for current as well as older engine series from DAF, Iveco, MAN, Mercedes, Renault-RVI, Scania and Volvo.
In addition to complete engine gasket kits and cylinder head gasket kits, at EUROPART you can also find cylinder head bolts, as well as plain bearings for crankshafts, big end bearings and main bearings. The range also includes all other components in the crank mechanism, for example such as crankshafts, pistons, piston ring sets and cylinder liners. Furthermore, EUROPART supplies an extensive variety of V-belts, poly-V-belts, toothed belts, tensioner pulleys and idler rollers
The standard: diesel engine with turbocharger
Diesel engines, as the standard power unit for current trucks, are known as compression-ignition engines. This means that during the compression stroke of the cylinder, the piston compresses the incoming pure air so much that it heats up to about 700 to 900 °C. The required diesel fuel is injected at the correct moment and ignites without the need for an ignition source such as a spark plug.
In modern diesel engines, high-pressure fuel-injection systems such as the currently widespread common rail system, with a fuel pressure of up to 3000 bar, ensure a particularly fine fuel atomisation in the combustion chamber.
The electronic control of the system also enables the injection process to be divided into several phases: pre-injection, main injection and post-injection, which results in improved engine operation characteristics, lower fuel consumption and reduced exhaust emissions. After combustion, the piston pushes the exhaust gas through the exhaust manifold onto the turbine wheel of the turbocharger. This impels it onto a compressor wheel that is located on the same rotor shaft. When the inlet valve is open, the compressor wheel forces fresh intake air at a pressure of about 0.9 to 3 bar into the combustion chamber, significantly increasing the fresh air filling ratio of the engine. However, because of the radiant heat of the hot exhaust gases in the turbocharger, the intake air is heated up, leading to a reduction in density and thus a reduction in the proportion of oxygen in the intake air. This is counteracted by a charge air cooler built into the intake system in modern engines, which recools the heated intake air drawn in by the turbocharger. Together with high-pressure fuel injection, considerably higher engine efficiency and better emission levels are thus obtained in engines with the same cylinder capacity.
Four, five, six or eight cylinder, in-line or V-engines
In medium-weight trucks, the seven largest European manufacturers use in-line engines with four or six cylinders. After Mercedes-Benz discontinued the use preferred for decades of V6 and V8 engines in its heavy class and fitted in-line engines with the OM 470-473 engine series produced in collaboration with Detroit Diesel, virtually all manufacturers adopted this direction. Scania offers its customers a small exception to this. Here you can also find some engines with five cylinders in the DC-9 series. In the range of heavy transport trucks over 600 PS, four manufacturers continue to rely on V-engines with eight or more cylinders.
Current engine size classes
The typical diesel engine in a 40 tonne lorry currently has between 12 and 13 litres cylinder capacity and provides power output levels of about 400 to 500 PS. Larger and more powerful engines with over 600 PS aimed increasingly used in heavy duty trucks are currently mostly supplied by MAN (D 3876, 15.2 litres), Mercedes (OM 473, 15.6 litres) and Volvo (D 16, 16.1 litres). With its DC 16, a large 15.8 and 16.4 litre V8, Scania joined this trio, which deals with in-line six cylinder engines. An engine class of 10.5 to 11 litre engine size has now also been firmly established. These engines reach powers of up to about 460 PS and score points, as they are not as heavy as their larger counterparts, particularly with improved power to weight ratio.
After-treatment of exhaust gases for Euro 6
The current emission standard Euro 6 is now being reached in different ways.
Some engines fall below the limit values with SCR-only systems, meaning after-treatment of exhaust gases with a SCR catalyst used in conjunction with the reducing agent AdBlue. Some engines achieve this without using additives through after-treatment of exhaust gases using oxidation catalysts and particle filters. Other engines work with a combination of cooled exhaust gas recirculation (EGR) and AdBlue/SCR after-treatment.