clean air, fuel efficiency, and engine performance

Clean air, fuel efficiency, and engine performance

Emissions TechnologyNonroad Diesel Engines

2

Emissions technology

3

CONTENTSEnvironmental responsibility ...................4

Biodiesel................................................. 5

Nonroad focus.........................................6

Understanding emissions regulations ......8

Emissions technology options ...............10

Meeting current emissions regulations ...14

Fuel economy and performance .............16

Myths and facts.....................................18

Future emissions reductions ................. 20

Summary .............................................. 22

Industry acronyms ................................ 22

John Deere takes an integrated approach to clean air, fuel efficiency, and engine performance. In this brochure, you’ll learn about past, present, and future emissions regulations for nonroad engines — the technology options to meet them, and how we’re applying this technology to address emissions requirements, improve fuel efficiency, and meet customer needs. You’ll see how John Deere is meeting current emissions regulations and how we are positioned to meet the stringent demands of future regulations.

More than emissions Reducing emissions requires a combination of proven technologies, some new ideas, and a keen understanding of the unique demands of nonroad applications. John Deere engineers look at meeting engine emissions regulations as an opportunity to advance new technologies that increase fuel efficiency and improve engine performance attributes such as power bulge, peak torque, low-speed torque, and transient response time.

Nonroad integration John Deere works closely with original equipment manufacturers (OEMs) to apply emissions solutions in a multitude of nonroad applications. We use cutting-edge engineering tools and principles to design and validate our engine and drivetrain components. You have to experience results in many nonroad applications to truly evaluate engine performance and provide an optimized solution. Through our electronic controls and drivetrain component divisions, we bring a wealth of nonroad experience in integration. Being able to integrate engines, drivetrain components, and electronic units is even more important today with increasingly demanding emissions regulations.

Introduction

4

A long history of environmental responsibility John Deere takes its responsibility to the environment very seriously. We have been working on reducing engine emissions since 1967, when John Deere first installed emissions testing equipment — years before governments recognized the need for emissions regulations. John Deere also actively worked with industry partners such as the Engine Manufacturers Association (EMA), the European Association of Internal Combustion Engine Manufacturers (EUROMOT), and regulatory agencies worldwide to advance environmental initiatives.

In our efforts to reduce engine emissions and fuel consumption, John Deere engineers employ a global network of technical resources. Today, we utilize the latest technology for lowering nitrogen oxides (NOx), particulate matter (PM), carbon monoxide (CO), hydrocarbons (HC), and carbon dioxide (CO2) emissions — all while improving fuel efficiency.

These efforts result in engines that meet or surpass nonroad emissions regulations for the U.S. Environmental Protection Agency (EPA), California Air Resource Board (CARB), the European Union (EU), and other regulated regions. We launched all of our previous engines ahead of EPA and EU deadlines, and plan to do the same for Interim Tier 4/Stage III B engines. And we are accomplishing it while maximizing fuel efficiency and engine performance.

Lowering emissions The nonroad industry has made significant gains in its efforts to reduce emissions and improve performance. Currently, less than 0.3 percent of nonroad engine exhaust contains emissions pollutants like NOx, CO, HC, and PM. The rest (99.7 percent) of engine exhaust is made up of natural elements in the air like nitrogen (N2), oxygen (O2), and water vapor (H2O). Throughout the same period, power output from our engines has steadily increased.

Environmental responsibility


John Deere meets emissions regulations.In 1996, John Deere launched a new breed of engines, called PowerTech™, to meet Tier 1/Stage I emissions regulations. We built on this nonroad engine platform to meet emissions regulations for Tier 2/Stage II in 2001, and Tier 3/Stage III A in 2006. In the years to come, John Deere will continue to use this platform for Final Tier 4/Stage IV solutions.

Biodiesel fuel is produced from renewable raw materials, predominantly rapeseeds in Europe.

0.3% Regulated emissionsNOx – Nitrogen oxides, which react in the atmosphere

with hydrocarbons to form particulate matterCO – Carbon monoxide, a product of incomplete combustionSOx – Oxides of sulfur, which contribute to acid rainHC – Hydrocarbons, another product of incomplete

combustionPM – Particulate matter, a non-gaseous product of

combustion and atmospheric reactions

99.7% Products of complete combustionN2 – NitrogenO2 – OxygenCO2 – Carbon dioxideH2O – Water

5

Using biodiesel fuel in John Deere engines Biodiesel is a renewable, oxygenated fuel made from a variety of agricultural resources such as soybeans or rapeseeds.

One of the primary advantages of biodiesel is its renewability. As a renewable, domestic energy source, biodiesel can help reduce dependence on petroleum imports.

We recognize the importance of biofuels to our customers and to the environment. Use of quality biodiesel in John Deere diesel engines has economic and environmental benefits, boosts development in rural areas, and helps provide energy security. Other advantages of quality biodiesel include improved lubricity, reduced sulfur emissions, and reduced aromatics. Biodiesel has a high cetane content for faster ignition. It also produces less visible smoke and lowers the amount of particulate matter, hydrocarbons, carbon monoxide, and life-cycle carbon dioxide emissions produced by an engine.

While B5 blends are preferred, biodiesel concentrations up to 20 percent (B20) blended in petroleum diesel fuel can be used in John Deere engines, provided the biodiesel used in the fuel blend meets the standards set by the American Society of Testing Materials (ASTM) D6751. John Deere engines can operate on B100 if the biodiesel meets the EN 14214 standard. Biodiesel meeting the EN 14214 standard is typically available in Europe. These guidelines apply to all John Deere engines.

Use of biodiesel impacts diesel engines and their performance. Those considering the use of biodiesel should educate themselves on the benefits and cautions of using biodiesel fuel. For more information, consult the engine’s Operators Manual, your local John Deere engine distributor or equipment dealer, or visit www.JohnDeere.com/biodiesel.

Much of the biodiesel produced in the U.S. comes from soybeans. BQ-9000 is a National Biodiesel Accreditation Program for the certification of producers and marketers of biodiesel fuel in the U.S. and Canada.

6

John Deere knows nonroad applications If the only place engines had to perform was in a lab, everyone’s job would be a lot easier. In the working world, John Deere nonroad engines power thousands of applications – many of them in not-so-nice conditions such as dusty fields, rugged construction sites, and extreme hot and cold. Think of any harsh location and a John Deere engine is probably working there. As a leader in nonroad engines, John Deere is uniquely positioned to provide technologies that meet the demands of these applications.

How does John Deere do it? We take proven, effective technologies and add innovations specifically suited to nonroad applications. Because much of the technology is well-established, John Deere can focus on adding value such as better fuel economy and greater engine performance.

Nonroad focus

John Deere nonroad firsts

– John Deere was the first to use a turbocharger in agricultural tractors (1969).

John Deere was the first to use air-to-water charge air cooling –in nonroad applications (1971).

John Deere was the first to use air-to-air charge air cooling in –nonroad applications (1988).

John Deere was the first to utilize electronic engine controls in –nonroad applications (1988).

John Deere was the first to utilize the Variable Geometry –Turbocharger (VGT) (2005).

John Deere was the first to utilize cooled Exhaust Gas –Recirculation (EGR) (2005).


7

Many machines for many jobs — the unique challenges of nonroad applications The EPA recognizes that nonroad applications pose unique challenges for meeting emissions regulations.

Nonroad diesel-powered equipment is used in a wide variety –of applications within the industrial, agricultural, construction, forestry, mining, power generation, and marine markets.

Unlike other categories of mobile engines, the nonroad diesel –category applies to a broad range of engine sizes, types of equipment, and power ratings.

Varying equipment sizes and configurations create packaging –and engine envelope opportunities.

More difficult to apply air-to-air aftercooling. –

Most companies involved in the nonroad diesel industry are not –“vertically integrated” – they do not produce both engines and equipment.

Over 650,000 pieces of nonroad diesel equipment are sold –in the United States each year. There are about 6 million machines currently in use. According to the EPA, the entire fleet of diesel engines is expected to be transitioned to near-zero emission levels by 2030.

John Deere Power Systems (JDPS) manufactures 30 to 448 kW (40 to 600 hp) industrial diesel engines for a variety of nonroad applications. In addition to engines, John Deere also manufactures heavy-duty drivetrain components such as powershift transmissions, hydrostatic motor-driven (HMD) transmissions, axles, planetary drives, and pump drives used in nonroad applications.

8

Understanding emissions regulations


EPA and EU nonroad emissions regulations: 37 – 560 kW (50 – 750 hp)

Final Tier 4/Stage IV2012 – 2015

NOx + HC (g/kWh)0 2 4 6 8 10

.8

.6

.4

.2

.0

PM (g

/kW

h)

Interim Tier 4/Stage III B2008 – 2013

Tier 3/Stage III A2006 – 2008

Tier 2/Stage II2001 – 2004

Tier 1/Stage I1996 – 1999

NOx (g/kWh)NOx + HC (g/kWh)NOx + HC (g/kWh)NOx (g/kWh)0 2 4 6 8 100 2 4 6 8 100 2 4 6 8 100 2 4 6 8 10

.8

.6

.4

.2

.0

.8

.6

.4

.2

.0

.8

.6

.4

.2

.0

.8

.6

.4

.2

.0

37 – 56 kW (50 – 74 hp)LEGEND: 57 – 74 kW (75 – 99 hp) 75 – 129 kW (100 – 173 hp) 130 – 560 kW (174 – 750 hp)

Emissions reductions:

Tier 3/Stage III A emissions regulations required –an approximate 65 percent reduction in PM and a 60 percent reduction in NOx from 1996 levels.

Interim Tier 4/Stage III B regulations require a 90 –percent reduction in PM along with a 50 percent drop in NOx.

Final Tier 4/Stage IV regulations, which will be –fully implemented by 2015, will take PM and NOx emissions to near-zero levels.

All engines – diesel, gasoline, propane, and natural gas – produce exhaust gas containing carbon monoxide, hydrocarbons, and nitrogen oxides. These emissions are the result of incomplete combustion. Diesel engines also produce particulate matter. As more focus is placed on health and environmental issues, governmental agencies throughout the world are enacting more stringent emissions laws.

Because so many diesel engines are used in trucks, the U.S. Environmental Protection Agency and its counterparts in Europe and Japan first focused on setting emissions regulations for the on-road market. While the worldwide regulation of nonroad diesel equipment came later, the pace of cleanup and rate of improvement have been more aggressive for nonroad equipment than for on-road engines.

The first regulations for new nonroad diesel engines over 37 kW (50 hp) were phased in from 1996 to 1999 (EPA Tier 1). European regulations for nonroad engines (EU Stage I) began in 1999. All authorities set more stringent Tier 2/Stage II and Tier 3/Stage III A regulations for all equipment with phase-in schedules from 2001 to 2008. Interim Tier 4/Stage III B regulations must be implemented between 2008 and 2012. See the chart below for detailed dates and emissions levels for the EPA and EU regulations.

Engines designed for EPA and EU emissions regulations may not meet lower particulate matter requirements in Japan and may impact a manufacturer’s ability to sell common products in the Japanese market. For any other country-specific request, feel free to contact John Deere.

9

2.0, the maximum amount of nitrogen oxides (NOx) allowed in grams / kW-hr.0.19, the maximum amount of nonmethane hydrocarbons (NMHC) allowed in grams / kW-hr.0.025, the maximum amount of particulate matter (PM) allowed in grams / kW-hr.7.5, the maximum amount of NMHC + NOx allowed in grams / kW-hr.0.80, the maximum amount of PM allowed in grams / kW-hr.

New emissions regulations take effect January 1 of the year indicated by color change unless otherwise noted.

*October 1, 2014

kW hp 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015

0 - 7 0 - 10 7.50.80

7.50.40

8 - 18 11 - 24 7.50.80

7.50.40

19 - 36 25 - 49 7.50.60

7.50.30

4.70.03

37 - 56 50 - 74 7.50.40

4.70.30 Option 1* 4.7

0.03

4.70.40 Option 2* 4.7

0.03

57 - 74 75 - 99 7.50.40

4.70.40

3.40.190.02

0.400.190.02

75 - 129 100 - 174 6.60.30

4.00.30

3.40.190.02

0.400.190.02

130 - 224 175 - 299 6.6 0.20

4.00.20

2.00.190.02

0.400.190.02

225 - 449 300 - 599 6.40.20

450 - 559 600 - 749 6.4 0.20

≥ 560 ≥ 750 6.40.20

3.50.190.10

3.50.190.04

NOxNMHC

PM

2.00.19

0.025

NMHC + NOxPM

7.50.80

EPA Tier 1 Tier 2 Tier 3 Interim Tier 4 Final Tier 4

EU Stage I Stage II Stage III A Stage III B Stage IV

kW hp 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015

0 - 7 0 - 10 Not regulated in EU

8 - 18 11 - 24 Not regulated in EU

19 - 36 25 - 498.01.5

0.807.5

0.60

37 - 56 50 - 747.01.3

0.404.7

0.404.7

0.025

57 - 74 75 - 997.01.3

0.404.7

0.403.3

0.190.025

0.40 *

0.190.025

75 - 129 100 - 1746.01.0

0.304.0

0.303.3

0.190.025

0.40 *

0.190.025

130 - 559 175 - 7496.01.0

0.204.0

0.202.0

0.190.025

0.400.19

0.025

≥ 560 ≥ 750 Not regulated in EU

2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015

EPA 5000 ppm 500 ppm 15 ppm

EU 2000 ppm 1000 ppm 10 ppm

EPA nonroad emissions regulations

EU nonroad emissions regulations

Fuel sulfur regulations

* In the 50 to 75 horsepower category there are two options. Option 1 requires a reduced PM level (.30 vs .40) but allows Final Tier 4 to be delayed one year (2013) NOTE: The vertical dashed lines separating the years show when the seven-year life of the Tier 2/3 Equipment Flexibility Provision ends and engines can no longer be placed in vehicle production.

Legend

Examples

10

Reduced emissions don’t have to come at the expense of engine performance. We’ve combined innovative engine design and new technology to improve fuel economy and performance while meeting emissions regulations.

Available technologies for reducing emissions include:

Charge air cooling –

In-cylinder solutions –

Exhaust gas recirculation –

Turbocharging –

Fuel injection systems –

Full authority electronic controls –

Diesel exhaust filters –

Charge air cooling Keeping air intake temperatures as low as possible controls NOx. John Deere leads the industry in applying air-to-air charge air cooling to nonroad applications. This technology has been used on John Deere engines for nearly 20 years. Air-to-air charge air cooling not only reduces NOx, it improves engine durability and increases low-speed torque and power density. It is the most efficient method of cooling intake air to help reduce engine emissions while maintaining low-speed torque, transient response time, and peak torque. Charge air cooling enables an engine to meet emissions regulations with better fuel economy and lower installed costs.

Emissions technology options

In-cylinder solutions Combustion bowl and piston ring designParticulate emissions have been reduced on John Deere engines by increasing injection pressure and improving the shape of the combustion bowl located at the top of the piston. A reduced lip radius on the re-entrant bowl piston increases turbulence and air fuel mixing, helping burn all available fuel during combustion.

The addition of valve guide seals limits particulates by reducing oil consumption. Directed top-liner cooling reduces oil consumption and enhances combustion efficiency by reducing wear in the top ring turnaround area and improving piston ring performance.

Premixed compression ignition (PCI)

In traditional diesel combustion, the burning occurs in the rich regions of the spray resulting in high temperatures and high NOx. With premixed compression ignition (PCI), multiple fuel injections lower combustion temperatures. This technique reduces NOx without using exhaust gas recirculation.

Exhaust gas recirculation (EGR) The lower an engine’s peak combustion temperature, the less the amount of NOx created. EGR is an effective method of reducing peak combustion temperature, thereby reducing NOx. The concept is simple. During certain conditions of engine operation, the EGR valve opens and controlled amounts of exhaust gas are routed back into the intake manifold and mixed with the incoming fresh air. Since this process removes some oxygen from the air, the exhaust temperatures in the combustion process are lowered and the levels of NOx are reduced.

Cooled EGR, as used in John Deere PowerTech Plus engines, increases the effectiveness of NOx reduction, while enhancing engine efficiency and power density (similar to charge air cooling).


Cooled EGR

Series turbocharging

High-pressure turbochargerLow-pressure

turbocharger

11

Turbocharging Fixed geometry turbocharger

Fixed geometry turbochargers are precisely matched to power level and application. Transient smoke is controlled by using higher-boost turbochargers which increase low-speed torque and prevent over-boosting at high speed.

Variable geometry turbocharger (VGT)

Another key feature of John Deere PowerTech Plus engines is the VGT, which tailors the amount of cooled recirculated exhaust gas that mixes with the fresh air. This tailoring is accomplished by the engine control unit (ECU), which changes the pitch of the VGT vanes in order to maximize power and efficiency. The amount of cooled EGR required is determined by load and engine speed. When exhaust flow is low, the vanes are partially closed. This partial closure increases the pressure against the turbine blades, making the turbine spin faster and generating more boost.

The VGT minimizes the impact on engine envelope size and ensures excellent performance across the entire operating range of the engine, including transient response and fuel economy. It is also a highly effective approach in meeting current emissions regulations and allows a wider power range using common engine performance hardware – reducing the number of engine configurations for OEM customers and distributors.

Series turbocharging

One of the methods to reduce NOx emissions is to increase EGR rates. This in turn requires increased intake air pressure. Series turbocharging is an effective means for supplying this increased intake air.

In series turbocharging, filtered ambient air is drawn into the first turbocharger compressor stage. The pressurized air is then passed to the second turbocharger compressor stage after which it is cooled and then introduced into the intake manifold. The two compressor stages enable much higher intake air pressure than what is capable with a single turbocharger. Also, using two turbochargers broadens the operating range of the engine.

PowerTech Plus 9.0L engine

Engine control unit (ECU)

Cooled exhaust gas recirculation (EGR)

Variable geometry turbocharger (VGT)

4-valve cylinder head

1

2

3

4

1

23

4

12

Emissions technology options

Fuel injection systems High-pressure common-rail (HPCR) fuel injection system

For select engines, the high-pressure common-rail fuel injection system provides constant control over fuel injection variables such as pressure, timing, duration, and multiple injections. Delivering higher injection pressures results in more efficient combustion.

Electronic unit injector (EUI)

For the larger size engines, the EUI fuel injection system is used to increase fuel pressure for more efficient combustion. This helps reduce NOx and PM.

Mechanical fuel system

For smaller engines, John Deere has been able to meet emissions regulations by making improvements to the mechanical fuel system. Newer mechanical fuel systems are able to generate higher injection pressures for more efficient combustion.

Full authority electronic controls Another key component in emissions reduction is the ECU. This electronic brain uses signal inputs from sensors and pre-programmed performance modeling to control critical engine functions such as fuel quantity, injection timing, air-to-fuel ratio, multiple fuel injections, amount of cooled EGR, and a host of other control parameters to deliver peak fuel economy and engine performance.

Integrating the electronic engine controls and the vehicle also reduces emissions and improves performance. John Deere focuses on integrated electronics that can withstand the harsh physical and electrical environments of nonroad applications. We have the expertise to design, manufacture, and integrate many types of electronic systems – everything from embedded controls for engines, transmissions, and electro-hydraulics to controller area network (CAN) communications, fiber optics, and multiplexing.


HPCR fuel injection system

13

Diesel exhaust filters Diesel oxidation catalyst (DOC)

The diesel oxidation catalyst (DOC) is effective at reducing carbon monoxide, hydrocarbon, and some particulate matter (PM). This flow-through catalyst oxidizes both gaseous (volatile) hydrocarbons and the portion of PM known as the volatile organic fraction (VOF). At higher exhaust temperatures, DOCs can also oxidize sulfur to form sulfate PM. Catalyst manufacturers have been able to achieve the needed VOF reduction while minimizing sulfate formation.

DOCs typically reduce emissions of carbon monoxide by 40 percent, hydrocarbons by 50 percent, and PM by 20 percent.

Diesel particulate filter (DPF)

DPFs play an important role to meet emissions regulations for Interim Tier 4/Stage III B and Final Tier 4/Stage IV. The questions that OEMs want answered are: “How much will they cost?” “What size will they be?” “How long will they last before servicing is needed?” Manufacturers are working hard to reduce the cost and optimize the size of these exhaust filters.

The DPF traps and holds particulates from the exhaust. Exhaust gas flows through channels with porous walls that allow exhaust to escape, but traps soot and particulates. One challenge is to ensure regeneration, or cleaning, under all operating conditions.

Selective catalytic reduction (SCR)

SCR is an exhaust filter option that reduces NOx emissions. This technology utilizes a urea-based additive, sometimes referred to as AdBlue®. The ammonia in the urea mixes with engine exhaust gases in the catalytic converter. NOx reacts by producing oxygen, nitrogen, and water.

NOx adsorber

NOx adsorbers, or Lean NOx Traps (LNTs), chemically store NOx during the normally lean operation of a diesel engine. Once saturated, these adsorbers are regenerated, releasing the NOx for reduction during brief periods of rich operation. Conversion efficiency of this technology can exceed 80 percent.

Unfortunately, system efficiencies are compromised through progressive “poisoning” of the adsorber by sulfur in the diesel fuel. Purging the sulfur through periodic enrichment and increased temperatures is required to ensure the continued functioning of the adsorber.

Adopting this technology requires the sophisticated control available with electronics. Also, addressing issues such as desulfation, thermal stability, and costs due to precious metals content is required before the widespread application of this technology on diesel engines.

14

Multiple solutions To meet current Tier 3/Stage III A emission regulations, John Deere worked closely with OEMs to determine which technologies best fit their applications. We quickly established that one technology couldn’t meet the varied needs of nonroad OEM customers. Some customers were focused on lowest installed cost and simplified maintenance, others needed to meet emissions regulations without sacrificing performance, while others required the ultimate in performance and fuel economy. The result is a family of engines that use different technologies to meet emissions regulations and performance needs.

PowerTech M2.4L, 4.5L

PowerTech M engines employ economy of design and mechanical controls for efficient performance, plus all the performance of Tier 2/Stage II. These engines are ideal for lower-horsepower applications, and employ a new mechanical fuel system that generates higher injection pressures for more efficient combustion. PowerTech M 2.4L engines are EPA Tier 3, Interim Tier 4, and EU Stage III A compliant.

PowerTech E2.4L, 3.0L, 4.5L, 6.8L, 9.0L*

PowerTech E engines incorporate a high-pressure common-rail fuel system (4.5L, 6.8L, and 9.0L), electronic unit pumps (2.4L and 3.0L), a two-valve cylinder head, full authority electronic controls, all the performance of Tier 2/Stage II engines, and more.

The high-pressure common-rail fuel system increases fuel pressure for more efficient combustion. PowerTech E engines offer a platform and performance similar to or better than their Tier 2/Stage II counterparts. PowerTech E 2.4L engines under 56 kW (75 hp) are EPA Tier 3, Interim Tier 4, and EU Stage III A compliant.

*The PowerTech E 9.0L is currently only available for 1800 rpm generator drive applications.

Meeting current emissions regulations

PowerTech Plus4.5L, 6.8L, 9.0L, 13.5L

PowerTech Plus features proven technology, larger displacement, better performance, and best-in-class fuel economy.

The major difference between the PowerTech Plus and the PowerTech E engines is the level of emissions-control technologies employed. While PowerTech Plus and PowerTech E categories use a high-pressure common-rail fuel system and electronic controls, PowerTech Plus engines are equipped with cooled EGR and a VGT to provide the best engine performance and fuel economy in a reliable package.

High performance – PowerTech Plus engines meet emissions regulations without sacrificing performance. John Deere has maintained or increased power output from all PowerTech Plus models – in many cases, power bulge, peak torque levels, transient response time, low-speed torque, and cold weather starting have been improved.

Durability – PowerTech Plus engines are designed for rugged nonroad operation, with features such as heavy-duty heat exchangers and new power cylinder materials for unparalleled durability.

Ease of installation – Because we maintained our Tier 2/Stage II engine package size without derating power, changing over to Tier 3/Stage III A models was easier. John Deere PowerTech Plus models take up less engine envelope space than many competitive engines with similar horsepower.


1 2 3

4

5

678

3

1 2

45

2

1

3

15

PowerTech Plus technologyCooled air from aftercooler

EGR valve

Variable geometry turbocharger

4-valve head

Air intake manifold

Hot compressed air from turbocharger

EGR cooler

High-pressure common-rail fuel system

1

2

3

4

5

6

7

8

PowerTech E technologyCooled air from aftercooler

Fixed geometry turbocharger

2-valve head

Hot compressed air from turbocharger

High-pressure common-rail fuel system

1

2

3

4

5

PowerTech M technologyFixed geometry turbocharger

2-valve head

Mechanical fuel system

1

2

3

16

A record of improved fuel economy and performance John Deere not only has a responsibility to reach lower emissions levels, we have a responsibility to provide customers with improved engine performance and fuel efficiency. The record shows we’ve been able to achieve both.

Off-highway durability The jobs that John Deere PowerTech engines tackle every day are as varied as the equipment they power. That’s why John Deere engines integrate technologies designed to meet the unique needs of rugged off-highway equipment.

Advanced engine technologies PowerTech Plus engines feature proven technology, larger displacement and best-in-class fuel economy. To achieve this level of improved fuel economy, John Deere employed three key technologies; cooled exhaust gas recirculation (EGR), the variable geometry turbocharger (VGT), and a state-of-the-art engine control unit (ECU).

Fuel economy and performance

18

A lot of false and misleading information about cooled EGR and the VGT on the PowerTech Plus engine has been circulated by engine manufacturers that have chosen less effective technologies for Tier 3/Stage III A. Here are some examples:

Myth: Cooled EGR adds more complexity than other technologies.

Fact: While cooled EGR engines require additional sensors and actuators, the control logic is designed into the engine control unit, which allows the complexity to be transparent. The technology within may be complex to the average individual, but that technology is the key to the product’s function, performance, and reliability. Cooled EGR is a proven technology that is used to control NOx emissions by most on-road diesel engine manufacturers, as well as millions of gasoline and diesel passenger cars.

Myth: Cooled EGR causes lower power density.

Fact: With cooled EGR and the VGT, John Deere has maintained or increased the power density for each engine platform. With PowerTech Plus Tier 3/Stage III A engines, you will never be forced to go up in platform size. In fact, using John Deere PowerTech Plus engines may allow customers to go down in platform size, if they choose to do so, and lower their installed cost by using a Tier 3/Stage III A engine instead of a Tier 2/Stage II engine. While John Deere has maintained or increased power density, other manufacturers have announced significant decreases in power density for some Tier 3/Stage III A platforms.

Myths and facts

Myth: Cooling systems will have to be larger because cooled EGR increases heat rejection.

Fact: Cooled EGR increases heat rejection to the coolant (radiator) side of an engine’s cooling system. However, John Deere has acted to mitigate this increased heat rejection with increased top-tank temperatures, increased coolant flows, and decreased fuel consumption. From a Charge Air Cooler (CAC) perspective, the VGT has allowed John Deere to better manage air flow and maintain or lower heat rejection to the CAC side compared to less efficient competitive Tier 3/Stage III A engines. The overall heat rejection rate, relative to John Deere Tier 2/Stage II engines, will increase 10 percent for the PowerTech Plus 6.8L and 5 percent for the 9.0L. There is no increase on the 13.5L. As a result, heat rejection from PowerTech Plus engines will be no higher than less efficient competitive technologies. These models could have 5 to 10 percent higher total heat rejection than some competitive engines, but the difference will be managed by the increased top-tank temperatures, increased coolant flow, and best-in-class fuel economy. In many cases, it may be possible to utilize similar-sized Tier 2/Stage II cooling components for Tier 3/Stage III A engine platforms.

Myth: Fuel consumption will be worse with cooled EGR because of high fan power requirements.

Fact: Heat rejection for Tier 3/Stage III A engines, regardless of the manufacturer, will increase. However, with a properly designed (managed) cooling package, there is no reason why fan power has to increase. In fact, John Deere is equipping many applications with new variable speed fan drives that actually reduce fan horsepower


19

usage under most conditions. However, if OEMs choose to run 20 percent higher fan power, they would realize only a 1 percent increase in fuel consumption in a typical application. Compared to current Tier 2/Stage II and other Tier 3/Stage III A technologies, PowerTech Plus engines will achieve basic fuel consumption improvements of up to 12 percent, which far exceeds the 1 percent consumed by cooling systems with higher fan power losses.

Myth: Engines with cooled EGR require more maintenance.

Fact: Maintenance intervals have either been maintained or extended for John Deere Tier 3/Stage III A PowerTech Plus engines and include the availability of a 500-hour oil change interval. The adoption of improved fuel filtration systems with water-in-fuel (WIF) and a low-pressure fuel sensor will help to extend fuel filter replacement intervals.

Myth: Cooled EGR requires low sulfur on-road diesel fuel.

Fact: Diesel fuel recommendations are unchanged for Tier 3/Stage III A engines. All John Deere Tier 3/Stage III A engines are being developed to use worldwide nonroad fuels with up to 5000 ppm sulfur. For those parts of the world that require Tier 3/Stage III A engine platforms, these countries are also mandating the adoption of low-sulfur and ultra-low-sulfur fuels. The most commonly available diesel fuel in those parts of the world requiring Tier 3/Stage III A engines contain 500 ppm sulfur or less.

Myth: Cooled EGR requires high-grade oils.

Fact: Regardless of the engine technology, oil standards are being upgraded industry-wide. Like all on-road and nonroad engine manufacturers, John Deere recommends API CI-4 oils for Tier 3/Stage III A engines. These oils are currently available from all major oil companies and from John Deere. John Deere Plus 50 and Torq-Gard Supreme 10W-30 oils already meet the new standard and will continue to be recommended for Tier 3/Stage III A, just as they were for previous engines.

Myth: Cooled EGR causes dangerously low engine life outside North America and Western Europe.

Fact: John Deere PowerTech Plus Tier 3/Stage III A engines are designed with the same rigorous durability and reliability goals as previous John Deere engines. When lubricating oils and diesel fuels meet the recommendations specified in the operator’s manual (and service is performed at prescribed intervals as well), there are no durability issues associated with cooled EGR technology.

Myth: Cooled EGR cannot be turned off for use outside North America and Western Europe.

Fact: Cooled EGR could be “turned off” for use in parts of the world where certified engines are not required. However, John Deere is not planning on this option because there are better, lower-cost engine technologies available for use in these markets. In addition, for OEMs who export a significant number of machines to countries that don’t require certification, John Deere will continue to manufacture Tier 2/Stage II and Tier 1/Stage I engines in the same platform sizes and power ratings currently provided.

20

The right solution for Interim Tier 4/Stage III B and beyond John Deere has chosen to use its proven PowerTech™ Plus engine platform with cooled EGR and add a diesel exhaust filter to meet the 2011 Interim Tier 4 regulations for engines 75 hp and above. This is a simpler, more proven and less costly technology. An exhaust filter also has the benefit of replacing the muffler in most applications.

Cooled EGR is more effective and efficient

A proven technology that is not overly complex –

Similar operational and maintenance procedures compared to –current John Deere engines

Technicians already understand how to service cooled EGR- –based engines

Exhaust Filters

John Deere exhaust filters are designed to meet the demands of rugged off-highway applications. Our dedicated exhaust technology team explored all aspects of exhaust filter science to develop the John Deere solution. Because we manage the design of the exhaust filter, as well as the engine and electronic controls, we are able to integrate and optimize all components and vehicle systems for best performance.

Future emissions reductions

Transient cycle test vs. steady-state 8-mode test

All future engines must pass additional emissions tests. They must pass the existing steady-state 8-mode test (ISO 8178), but must also pass the new nonroad transient cycle (NRTC) test.

ISO 8178 is an international standard designed for several nonroad applications. This standard is a collection of many steady-state cycles.

The NRTC test is a transient driving cycle for mobile nonroad diesel engines developed by the EPA in cooperation with the EU. The cycle is an engine dynamometer transient driving schedule with a duration of about 1200 seconds. The test simulates engine usage in 13 different nonroad applications such as agricultural tractors, backhoe loaders, crawlers, excavators, arc welders, skid steer loaders, and wheel loaders. John Deere provided data to support applications in the test cycle.


The concept behind EGR is simple. During certain conditions of engine operation, the EGR valve opens and measured amounts of exhaust gas are routed back into the intake manifold and mixed with the incoming fresh air. Since this process removes oxygen from the air, the exhaust temperatures in the combustion process are lowered and the levels of NOx are reduced.

DOC

Air Inlet

Air Intake Throttle

EGR Cooler

EGR ValveVGT

Exhaust Out

DPF

Compressed Air From Turbocharger

Interim Tier 4 PowerTech technology > 174 hp

21

Ready for Final Tier 4/Stage IV Technologies such as cooled EGR, VGT, and exhaust filters will likely be the foundation technologies for meeting final emissions regulations that start in 2014. We are constantly evaluating emerging technologies for their effectiveness and durability in off-highway applications. As with our engine solutions for previous emissions regulations, we’ll continue to tailor our Final Tier 4/Stage IV engine solutions to fit a wide variety of off-highway applications.

Fuel sulfur standards

Prior to July 2007, sulfur content levels of typical nonroad diesel fuel were 1000 to 3000 ppm. Sulfur content in nonroad fuel was reduced to 500 ppm (low sulfur diesel) in 2007 and will be further reduced to 15 ppm, (ultra-low sulfur diesel) in 2010. These new, cleaner fuels will enable the use of exhaust filter on new engines and reduce emissions from the existing diesel engines.

In the United States, low sulfur diesel is available for use in nonroad engines, while on-road has transitioned to ultra-low sulfur diesel. See page 9 for fuel sulfur regulations.

Ash can collect in the diesel particulate filters (DPF) as a by-product of filter cleaning. Over time, this ash will continue to accumulate in the DPF and can increase engine backpressure. Reducing engine oil consumption reduces the rate of ash accumulation. New oils, with reduced trace metals content, are also being introduced as another means of reducing ash accumulation and thereby increasing DPF service life.

Lubricating oil and reduced ash

There is an interaction between oil consumption and exhaust filters. Oil contains trace metals that form ash if they are burned in the combustion chamber. This ash is trapped by the DPF, but cannot be regenerated by normal oxidation methods. The ash components can collect over time and add backpressure to the filter. That is why John Deere is working hard to minimize oil consumption. This requirement of DPFs is also being addressed through the modification of lubrication oils to reduce trace metals. While “cleaner” oils may be costlier than traditional oils, they could potentially aid the reduction of metal loading in diesel exhaust catalysts, as well as boost durability and performance.

Systems integration

It will take more than engine expertise to meet future emissions regulations. It will depend on the successful integration of the entire powertrain: engine, electronic controls, and drivetrain components. John Deere can help integrate your entire system from the engine to the electronics and Funk drivetrain components, including pump drives, powershift transmissions, HMD transmissions, planetary drives, and inboard planetary axles. John Deere can deliver an integrated, compliant system that maximizes performance and fuel economy.

To learn more about Interim Tier 4 technologies and to take an animated tour of a John Deere engine, visit www.JohnDeere.com/tier4

22

John Deere has demonstrated that it is possible to maintain fuel efficiency, engine performance, and clean air. They bring together several essential components to successfully meet the worldwide emissions requirements for nonroad applications.

Environmental responsibility. – John Deere has shown that there are ways to harness engine power while minimizing its impact on our environment. We have been working on lowering engine emissions since 1967 – years before government standards were established in the United States and Europe.

– Nonroad experience. Besides our proven performance in agricultural and industrial nonroad equipment, John Deere engines go to work every day in thousands of applications for the OEM market. John Deere has more experience and insight in nonroad engine technologies than any other manufacturer.

– Emissions technology. John Deere engineers use a combination of proven and new engine technologies to improve fuel economy and performance while meeting emissions regulations.

– Customer-focused solutions. Not every engine customer needs high torque, or low fuel consumption, or continuous operation. John Deere caters to these diverse customer needs with a family of PowerTech engines that use a combination of electronic and mechanical controls.

Systems integration. – As the industry moves closer to Final Tier 4/Stage IV emissions regulations, integrating engine performance with the other components in the powertrain will become even more important. John Deere is positioned to integrate all these components to maximize fuel economy and performance while reducing emissions.

– Worldwide emissions compliance. John Deere engines comply with nonroad emissions regulations for the EPA, CARB, EU, and other regulated and non-regulated markets. John Deere also provides engines for non-regulated countries.

SummaryAcronyms used in this brochureCAC Charge air coolerCAN Controller Area NetworkCARB California Area Resource BoardCO2 Carbon dioxideCO Carbon monoxideDOC Diesel oxidation catalystDPF Diesel particulate filterECU Engine control unitEGR Exhaust gas recirculationEMA Engine Manufacturers AssociationEPA Environmental Protection AgencyEU European UnionEUI Electronic unit injectorEUROMOT European Association of Internal

Combustion Engine ManufacturersHC HydrocarbonsHMD Hydrostatic motor-drivenH2O Waterhp HorsepowerHPCR High-pressure common railkW KilowattLNTs Lean NOx trapsN2 NitrogenNOx Nitrogen oxidesNMHC Nonmethane hydrocarbonNRTC Nonroad transient emissions test cycleO2 OxygenOEM Original equipment manufacturerPCI Premixed compression ignitionPM Particulate matterppm Parts per millionSCR Selective catalytic reductionSOx Sulfur oxidesVGT Variable geometry turbochargerVOF Volatile organic fractionWIF Water-in-fuel


North AmericaJohn Deere Power Systems3801 West Ridgeway AvenueP.O. Box 5100Waterloo, IA 50704-5100Phone: +1 800 533 6446 (U.S.)Phone: +1 319 292 6060 (Canada)Fax: +1 319 292 5075E-mail: [email protected]

MexicoIndustrias John Deere S.A. de C.V.Boulevard Diaz Ordaz No. 500Garza Garcia, Nuevo Leon 66210MexicoPhone: +52 81 8288 1212Fax: +52 81 8288 8456E-mail: [email protected]

Central America, South America, and CaribbeanJohn Deere Power Systems3801 West Ridgeway AvenueP.O. Box 5100Waterloo, IA 50704-5100Phone: +1 800 533 6446 (U.S.)Phone: +1 319 292 6060 (Outside U.S.)Fax: +1 319 292 5075E-mail: [email protected]

ArgentinaIndustrias John Deere Argentina, S.A.Juan Orsetti 4812152 Grandero BaigorriaSante Fe, ArgentinaPhone: +54 341 471 8000Fax: +54 341 471 8001

Europe, Africa, and Middle EastJohn Deere Power SystemsUsine de SaranLa Foulonnerie – B.P. 1101345401 Fleury-les-Aubrais Cedex – FrancePhone: +33 2 38 82 61 19Fax: +33 2 38 84 62 66E-mail: [email protected]

Australia and New Zealand John Deere LimitedPower Systems DivisionP.O. Box 1126, CamdenNSW 2570 AustraliaPhone: +61 2 4647 4857+61 2 4647 7867Fax: +61 2 4646 1236E-mail: [email protected]

Far EastJohn Deere Asia (Singapore) Pte Ltd #06-02/03 Alexandra Point 438 Alexandra Road 119958 Singapore Phone: +65 (68) 79 88 00 Fax: +65 (62) 78 03 63E-mail: [email protected]

Worldwide locations

23

www.JohnDeere.com/jdpowerDSWT41 Litho in U.S.A. (09-03)

This literature has been compiled for worldwide circulation. While general information, pictures and descriptions are provided, some illustrations and textmay include finance, credit, insurance, product options and accessories NOT AVAILABLE in all regions. PLEASE CONTACT YOUR LOCAL DEALER FOR DETAILS.

John Deere reserves the right to change specification and design of all products described in this literature without notice.

clean air, fuel efficiency, and engine performance

Documents