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New Truck Race Engine project in the making for next year competition

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I can imagine being the driver in one of these truck would be extremely exciting and terrifying at the same time!

First engine that we build this year is tested in the Race Truck last week, man what a power house 6000Nm way over 1300Hp based on fuel, no smoke and wastegate makes 30Kpa EMP to boost possible on this set-up so extremely happy hitting 500Kpa manifold pressure or 4Bar gauge pressure. Small but very effective changes make this 2021 EVO better than expected.

D26E6B engine build in progress. Still waiting for parts to come in.

What a race weekend @ Brands Hatch Race Circuit Truck Racing.

We done really well with 3 wins, 3 second places out of 5 races and a new track record all done with the D25E6 race engines in A division. Where almost over a second faster in qualification with the D26E6A+ engine and second truck on the grid with a D26E6B engine being 0,9 seconds slower. Difference between the A+ en B version engine is the fuelpump and turbo and a wastegate making it possible to run more torque and carry more boost up in to hi RPM. Difference is about 250Hp (1350Hp) more and 7000Nm more torque so around 6000Nm out of a 12.4L engine. just have a look @ the NR1 green/black Mercedes race truck. Combination truck, driver team and engine makes it fastest on track.

How to get this massive performance? It’s all in the detail on injection hardware and combustion chamber and a good control strategy on the ECU system. And yes it’s still a race engine and you need to maintain it spending a load of time with the team please look @ your data your having fuel problems as for dirt and other restriction in the fuel system as it’s mapped to max fuel capacity from the CR pump there is to margin left.

Still work in progress. Next generation CR pump with the goal les power consumtion from the CR pump and able to deliver 6000Nm of fuel and carry more fuel on top end RPM as we run out of fuel on the A+ engine as the CP9 pump is unable to keep up for fuel demand.






all race of the weekend


Last weekend we done FIA ETRC Hungaroring. You can call it the F1 of truckracing.

This year we have to run on HVO diesel fuel and according to the date sheet on this type of fuel we need to inject 6% more fuel for the same power delivery so we done the mapping on the Most race track so time ago setting the engine up to run Lambda1 without any data compare from the race organisation so hard to tell if there are differences in engine performance.

Hungaroring we get the data and the compare in as most race teams are on track so yes the engine is very strong outperforming even some factory supported engines even with a B specification fuelpump limiting max fuel quantity on low and mid end power. Bad thing is with the power/torque increase running on HVO fuel it throws off torque limiting as its sets to about 5000Nm and now having >5400Nm breaking traction very easy ending up with massive wheel spin even over 100Kmh so the driver really has to nurse it power as power sliding isn’t fast at all. Let me put it this way with the current engine performance driving fast is more demanding on the driver. A good driver will use the power when needed able to power steer with the back of the truck when needed and controls power on what the truck and track can handle on traction.

Next up is getting the last generation D26E6A+ engine we build ready for FIA as well that involves dialling in this engine to a smaller turbo with a 63mm inlet restrictor. With this engine we currently lead the UK championship and also second place truck runs one of my engines. Will not be easy as always very limited time both by me and the team running this truck so hope for the best that we get some track time to get the data in to max out performance to reliability.

These truck do the same 20 to 100 miles hour as a Porsche 911 GT3RS just to get some idea on acceleration.




Cummins QSX15 on the wheel dyno. Did dial the number on my ECM running this engine using a remote desktop and looking @ the data log from the run to make changes. Engine is still standard on the fuel system and the cam on the CR pump are bad but still get 1080Hp on the wheels with a slipping clutch so this truck pulling team is happy for now but has a load of work to do.

Going to build some XPI CR pump with 33% more fuel delivery and plan is to remove the air compressor on this engine and fit a second CR pump in it’s place.

Injector are still stock as well and we have other ones that are 30% bigger and looking into getting latest generation XPI hi power injectors that are 24% bigger than the ones that are 30% over stock so plenty of fuel there for the future.

British truck racing on Saturday.


British truck racing on Sunday.

Had a very good Truck Race weekend this weekend. Been to Lausitzring Germany for Friday testing the racetruck of Rennabteilung der Heinrich Hecker KG and the team was able to find the hard needed traction hitting 3e place on Saturday twice.

British truck racing this weekend. Must say lost track on how many podium places we get in A as well as B division. Rian Smith extending his lead in the championship taking a load of wins and Stuart Oliver taking a load of second places so we clearly getting good engine performance out of these D25E6 engines. LOL. Must say great team sport working with all of the teams supporting them when needed.


Baya Aragon Rally. Dakar Speed with there International Scania ending up getting second place in the rally 33 min after Macik that has essential the same basic truck with only the cab and engine and some more cosmetics being different. These two are way faster than the rest with 3e place more than a hour behind them.

Baya Aragon is used as a shakedown for the Dakar Rally and we use it as we have done some modifications to the engine so you could say the 1.1 version is tested and needs to be evaluated. Main modification is the exhaust system and silencer. Without the silencer the exhaust it’s just to loud sticking out the side of the truck. Also not happy a bout the AT gearbox as it can not keep up with the engine in the lower gears as RPM shoots up way to fast unable to use the full toque potential until 4e gear. Acceleration is still very fast for a 9,5 ton Rally truck but I can be faster by 0,3 seconds coming out of a low speed turn. If you support champions you need to think like them.[/size]

Breaking in a D26E6B A ready semi Truck Race Engine.

With a bit of delay finally I was able to complete the D26A6B truck race engine to go to the UK for truck racing.

Covid dos slow us all down. Even getting the material to make the special pars for this engine was not easy better say was close to impossible. All I can ask from the race teams that want to order these engines please order in time or it going to be a No or not ready in time.

This engine is a A ready engine hi power as build for UK truck racing no inlet restrictor so in the future a bigger turbo that needs a wastegate can be fitted. For FIA and France truck racing we can do the same only fitting a more modern turbo that also needs a wastegate and as a smaller more efficient turbine on the turbo for faster spool-up and more and easy to make low end power.

Engine is also build to run on HVO fuel making more power with the 63mm inlet restrictor.

As last the parts are in to build an bigger more efficient hi pressure fuelpump. Still need to machine the last parts and put to pump together and start testing. With this pump we hope to get the fuel delivery needed to run more torque/power so we can build a proper D26E6A+ engine.

The current A+ pump in use is only good for max torque running on it’s max on top end power and not very efficient taking away engine power and very expensive as well so with the new pump we hope to improve on all fronts.

More news. We are working on a plan with a new partner for leasing our race engines. For UK we also think about building a B division engine and no it will not perform like a A division engine as the fuel system and ECU will not make this possible also keeping the running cost down as well as cost for rental.

Prototype Bosch Super CP3 hi pressure pump finally ready for testing.

This CP3 is build to upgrade our D26E6 Truck Race engines from a B spec all the way up to a A+ spec and plan is to use it as a more efficient hi pressure fuelpump taking less power from the crank to operate and plan is that it will replace the CP9 pump that’s not very energy efficient. It’s simple with truck racing every bit of power that goes to the rear wheels not to engine auxiliaries like pumps will make a benefit to go faster. If the team can get the power on the tarmac that is. LOL

As for customers looking for a big hi pressure fuelpump. This type CP3 is the biggest in the CP3 family already flowing 381L/hour 500Bar fuel pressure @ 4500 shaft Rpm running over @ 98 efficiency

For the Super CP3 we hope to get 472L/hour 500Bar fuel pressure @ 4500Rpm and theoretically 480L/hour

Baldur DID1 diesel ECU cylinder contribution explained.

How dos this work. Well the ECU or ECM calculated the time needed to complete one crank rotation as a base measurement. Cylinder contribution measurement is taken @ every combustion event. In this case a C series CAT engine 6 line with a crank offset of 120 degrees between combustion strokes. Is all cylinder contribution values are the same it tells you that all cylinders make the same power. A positive number indicates a cylinder making more power as it takes less time to complete the 120 crank degrees and a negative number indicating less power from this cylinder. Hhe trick is to get all cylinder contribution number as close to east other and for this we have the option to have individual injector maps in the DID1 ECU. One remark is if the timing holes or teeth are a but out on spacing it could effect the reading as well same goes for torsion on the crank if the timing sensor reads on the unloaded part of the crank or front side engine as on the rear of the engine there the load is transferred to the drive line so less sensitive on crank torsion and this is also that a lot of modern diesel engines have the crank timing sensor on the back as what we call the loaded side of the engine.

We do a lot of online support to our customers data logging assessment making changes after to the ECU or ECM settings getting what they need for there project and yes nice to get some live feedback on what it dos on performance. LOL. Not uncommon there are improvements or improvements needed after making more power but that’s part of the process often needing better stronger parts.

Also done some work on one of our CAT ECM we sell. This CAT C15 spools to turbos so fast we had to come up with something more advance to control engine power even holding it back on power for now until the rest can handle the engine power.



Thanks for sharing this stuff Ruud.

Testing Prototype Bosch Super CP3 hi pressure pump finally ready.

They outcome. Calculated on pump stroke bore is 24% more displacement reality on hi flow 500Bar pressure test we end up with 21% more displacement compared to stock fuelpump.

Now for the 1600Bar pressure test and this is what most avoid in there data sheets but this is what counts for making power.

Stock pump loses about 7% fuel displacement between 500 and 1600Bar fuel pressure.

Bosch Super CP3 loses 6% fuel displacement between 500 and 1600Bar fuel pressure.

Finally the Bosch Super CP3 dos 28% more fuel displacement on hi pressure as the stock pump so we hope to gain a lot with this pump and will be testing it on the next round on the race circuit comparing data.

Volvo van Dijk Ny Titan truck puller alphen final run 2nd place

Looks like the Volvo van van Dijk is a bit more awake again. Last week the larger injectors went back into this Volvo D16K common rail engine and it now seems to run much better at high revs. Still waiting to see how and what, diesel engines are a bit more difficult to determine what does what, it smokes more, also see that there is less oxygen in the exhaust gases, and measured via a lambda probe, but in theory we are not to inject more fuel. It is also not the case that you can open these injectors fully on the test bench, A there is no test system that can give more than 1cc per injection at 2800Bar fuel pressure and B the measuring cell that measures the amount of fuel that will not survive this.

The camshaft also remains an issue, it is not original and we have already done some things to limit the valve overlap, I prefer not to see any valve overlap at all, we do not want to lose some inlet air that goes into the exhaust and that is not handy with a inlet retricktor. Anyway, we're going in the right direction again and keep looking for power.



This is also truck motor sport from last to first place on the end of the day have my name mentioned by Flying Ryan as they call him mentioning the conversations we had in the past sorting out the problems with his engine mainly due to fuel contamination.

All sound so easy chance filters and problem solved, nope main problem is the bio part of the fuel makes things stick inside the fuelpump taking the fuel pressure down, not a lot but it makes a big difference in power but is hard to spot in the data coming from the data logger and it’s not consistent as well so you really have to look hard. Its also not like I take the fuel system apart as this engine runs a big CP9 fuelpump and not a lot of companies are able to service these as well. The perfect performance on this type of engine putting out massive power is really narrow on what it needs on fuel delivery.

Also they has clutch slip as well masking up problems as well with the engine. Also here goes the same as well what works well for other teams will not always work on this engine as it produces way more toque so yes the correct pressure plate for the clutch will hold the power but we know there are margins in production of these plates that the will not have the proper clamp load. But yes that’s motor sport. Low weight max performance.

Le Mans Truck Race weekend a bit of a disaster.

All you want and demand is control on things to get things working on the edge close to perfection. Last race weekend before Le mans one of the teams change engines and the fuel system on it was out of balance to put in gently. Lucky I took the fuel system of the old engine getting performance and speed control close to what it was and I did try to make some improvement that’s close to impossible as even a speed difference of 0,3kmh means disqualification on over speeding @ 160kmh max. Small difference in dome shape on piston or combustion chamber will give different torque reaction on fuel and injection timing so you end up overshooting the target or oscillating @ the beginning of speed control and on a semi truck there is a lot of drive line inertia and a over 1100Hp engine that needs to be controlled.

Know how and a good ECU and injection hardware is everything. Disaster @ some France race teams. Total damage 2 cylinder heads a torsion damper and 2 clutches over last weekend. But how?

To start. Injector hardware and please do not kill me for that but most stuff we test on oversized nozzle used on stock injector bodies coming from US is crap and relative low cost so you get what you have pay for. Ones you put them in a race engine other factors on the fuel system come out and play making the fuel system very unstable shooting combustion pressure to the roof cracking the cylinder head damaging torsion damper and not to forget the clutch as well. Also negative effect is due to inconstant close and opening time from the injectors the control fuel or return fuel used to open the injectors shoots to the roof as well making the hi pressure fuelpump unable to keep up with fuel demand. In total we find out you lose about 20% fuel flow on these injectors and still get smoke from the engine not even running them close to lambda1 like we do. But must say building a good older type injector that able to handle 700mg/stroke based on a stock injector body is a balancing act from last generation mall hole EDM and plasma cutting the flow service around the nozzle holes to setting up needle lift along with some set-up changes to the injector valve gets you close to last generation injectors but internal leaks on older type of injector we are unable to reduce. Positive of having some injector leak on these injectors that it’s a lot easier to drop fuel pressure fast without having to dump fuel with a post injection like we have to do with the so called leak free injectors. With these injectors the fuel pressure dos not drop even after shutting off the engine and even under normal operation we still get some return fuel from these injectors as we still need a pressure drop on the injector to open the injector by pressure differential over the needle on the nozzle but return fuel is s lot less therefore more accurate in operation as for more consistent injector opening and closing time even on the big injectors used today on some truck and industrial engines still meeting emission standards with a bit help of exhaust fluid that some call adblue.

As for a ECU or ECM. Well that’s all about set-up for the most part having the option to set filters on many thing from fuel pressure to RPM sensing. ADC minimal 16Bit will help as well and consistent loop speed is a must. Staggering that on some aftermarket ECU we where able to calculate error to data given on specification where from some RPM onward things run out of sync popping up in data logs that could be hard to explain otherwise.

Well finally some positive thing as well. Cummins QSX15 Commonrail running with bit over 2 bar boost pressure on a big HX83 turbo making easy 12 to 1300Hp on stock injectors and upgraded fuelpump. Have no number on lambda but to my surprise pulling well so maybe first time lucky.


Good one for today Truck Racing.

My D26E6 engines took pole with 1e and 2e place on the grid. Race one 1e and 2e place. Race 2 1e and 4 place. So yes I’m happy today.


Data analysis of a Semi Truck Race engine FIA European truck race.

Data on performance is based on theoretical calculations. This is how we find out if there is still performance left or we see a problem coming up like coolant temp or oil pressure or other fault indication.

DID1 diesel ECU Custom Strategies. Together with Baldur we are extending the options on what this diesel ECU can do and the Custom Strategies allow us to create specific function for more demanding diesel projects.


First start-up of a 4 cylinder Cummins QSB or ISX on a DID1 ECU test system.

Need some fine tuning still but start and runs so the rest for later.


This weekend Truck Racing.

So far 2x 1e place Ryan Smith going well back on top in the Championship now.

Also granulations to Willem Beerdijk 1e place second race.


Leaders and followers. The things we do can look so easy and there are always company’s or people with a professional hobby trying to copy or follow for there own benefit and I can say I don’t mind have plenty of work but also know for the most part you as a customer will not get any better dealing with these people.

Some play around with SOLIDWORKS and others try to sell ECU or ECM. Well for both of them to be successful you need to go over a ton a data. Have some idea on where you are going with things and again confirm it with a ton of data and not to forget the feedback as well on the things you do and translate these over to improvement.

Most of the things we know we get to know from things in real live on a every day jobs charring this with every day professionals working together translating this know how in to motor sport applications where we can. You will be surprised how limited know how is in motor sport starting making special parts while these parts are random for sale on industrial applications for example. Also performance by efficiency. Think twice before you go special on parts and things.

Hard work as well. All weekend going over data from Smith Trucksport as we want to win and @ the same time going online making changes to the ECU settings on a Dakar rally truck in the desert of Morocco that’s all in a days work. Do your work like a hobby otherwise you will not get the job done.

Volvo Ny Titan. The team fitted a new bigger intercooler making a good improvement as before the Lambda or AFR line was going lean or less o2 on hi boost low 13 AFR and now we have o2 left running 15.8AFR so we can add fuel to go to Lambda 1 not only making more power but we hope more boost as well so it all ads up making steps.

This Volvo Commonrail engine is last generation stuff . Euro6 or Stage5 emission standard but why is this important? These 750Hp engines are very efficient and already come with big injectors that we modify and same goes for hi pressure fuel pump capacity that we changed by only the camshaft and get 33% more fuel out of it.

AFR and the EGT chance as a result to it are massive, same goes for power delivery and this is what we want as we know the engine is performing well and good thing is it dos not smoke.

On the race engines we build if we see smoke the race driver is already reporting on the radio to the race engineer I’m down on power.



We have done it. Congratulations to team Smith TruckSport for winning the British A division Truck Race championship with a non factory race engine.

Was not an easy year blowing up an engine half way during the year but did not put the massive power down on the D26E6A+ race engine. I was confident on the engine set-up and together with the team start working really hard improving things around the engine confirming running conditions as the team sent me data over from the engine for evaluation.

Also many thanks to a load of people and companies in the UK willing to help me out in support to truck race. Truck racing @ any level is team sport and races are won and lost starting off track with the finish on track. We are all in it and hope I can support the teams on there plans to go ahead with the progress offering alternatives for engines and engine management systems.

Up to next year.



Last week I visited the Professional MotorSport world expo.

We are always on the lookout for new things like E motors and drives for our project.

Parallel to this it also interesting to see what ECU manufacturers are offering and some of the mid en hi end ECU now also have open program structure were you are able to write your own control strategy. I think the main accelerator behind this is hybrid applications in combination with E drive systems that are relative new to this marked.

I have a industrial background and yes I’m involved in motorsport but my way of working and thinking is industrial engineering so some of the process are different. Lets call it a different mind set pointing to wards development as in contrast to a race engineer probably is more use to using the tools he or she gets to get the job done and my jobs is to build these tools in house where we can. On most industrial projects I have done there is nothing to compare to so you start from zero and this industrial workspace offers you the tools manly PLC systems to progress and develop your project as automotive hardware is more defined monkey see monkey do and you can not get any better that what for sale on options. Bit limited I would say. Also an ECU manufacturer is no expert on specific hardware build that’s needs to be run by a ECU. You can ask for specific functions but question is do they really understand and as your still dependant on this manufacturer to get your job done. I would say not ideal.

Now here it gets interesting as developer meets developer with a different background. Any day of the week I’m able to program any function. So if I see a function that an ECU has to offer I’m able to copy and improve with a 3 step system. 1e Write the control strategy for it. 2e make sure things can be adjusted properly. 3e Make sure the function is able to log parameters so progress can me made by evaluating data.

Than the thing is how do you know and where to start? Well practice dos the job. If you go to the gym and work out your muscles after some time become stronger and lifting weight will become easy. The same thing goes for your brain as well.

Now for the interesting part. Most mid en hi end ECU manufacturers offer extra function @ a extra cost. Mainly data logging and data acquisition software. Question is do I need this? For the most part no. Data logging is a ? mark. Can be more cost efficient to put this data on the cambus and use an external data logger if they let you do this that is. Than for data acquisition software. They ask what do you use??? As longs as the data format is CSV there is plenty of free data acquisition software that dos the job just as well so we use or build if needed these functions our self and educate our customers how to use it. MPC1 can interface. For next year we going to use this unit on our race trucks build. So what dos it do? We are going to use the 2 canbus lines to move data from one bus to the other between the different ECU/VCU and data loggers. The race organisation has it’s own data logger with live data to race control but also transmit data by can on a open bus.

Next to this we have a Stack data logger that’s easy overloaded by data so parallel we going to use a AIM PDM32 that’s also has a data logger but also transmit things like break temperature engine parameters like RPM and engine temp and so on by can as well to the Stack data logger. Than the engine ECU has a datalogger inside as well and same goes for the MPC1 can unit that has 8 GB On board data logging memory Capable of recording data at up to 1000Hz and offers analog and digital inputs as well as aux outputs an this all can be controlled with custom strategy. Youtube link will give more information on this.