diesel progress international june 2013
TRANSCRIPT
June 2013
www.dieselprogress.com
GLOBAL – PRODUCTS • TECHNOLOGY • INDUSTRY NEWS
DIESEL PROGRESS iINTERNATIONAL
The Year In Review
Engine Specs-At-A-Glance
Emissions Regs-At-A-Glance
IncludIng
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Worldview
Back in the days when technolo-gies such as EGR, DPFs and SCR were just on the horizon for the die-sel engine industry and seemed like rocket science, a reader phoned, a hint of exasperation in his voice.
“Why are they doing all this stuff to engines?” he asked. “Why don’t they just make it simple — run the engine to not make particulates and clean up the NOx with SCR. It still sucks, but they wouldn’t have change the en-gine so much.”
I didn’t have a real answer — out-side of there were probably lots of reasons why that wouldn’t work, hav-ing little to do with engine technol-ogy, i.e., manufacturing economies of scale.
And emissions couldn’t be as easy as that, could it?
To be sure, I talked to a chief tech-nical officer at a big engine manufac-turer who’s helped me understand technology over the years. He ex-plained that at the time, SCR prob-ably couldn’t handle all of the NOx alone (without a whole lot of AdBlue) and also combustion and fuel injec-tion technology wasn’t far enough along. So there was probably no other way to go than to use some or all of it.
That call came to mind as I saw re-cent engine launches, many of which are covered in this issue. In some cases, manufacturers have gone to EGR, DPFs and SCR. In some cas-es, it’s no DPF. In others, it’s SCR, no DPF and no EGR.
Once, the thinking was that there would be one emissions path and ev-erybody would end up using it. The color of the engine would be the big-gest differentiator.
It really hasn’t turned out that way. Technology is advancing to the point where we’re starting to see things come off engines rather than be added.
I hope my caller is noticing. dpi
No doubt most of us have been in this position many times.
The scenario — everyone is having a good time, the sun is shining, the event is packed with happy people and all seems right with the world.
The bauma trade show held re-cently in Munich was like that. The construction show was, quite simply, breathtakingly spectacular.
Hundreds upon hundreds of thou-sands of people flooded the sprawling showground admiring the very latest in construction equipment, engines, components and a vast array of as-sociated skills and services.
The movers and shakers of the in-dustry were in attendance and it was a great venue to do business.
But the sobering reality is that if you scrape away the glossy veneer, the picture for construction equipment mak-ers remains difficult amid stuttering and stagnant markets across the globe.
Yes there are some positive pockets of the world where markets remain sta-ble and even growing, and manufactur-ers, to their credit, continue to invest and be innovative with their new products.
Major global markets, though, re-main tough, not the least China, so long touted as an indefatigably strong country where, it seemed, the only economic way was up.
Measured in units sold, one con-struction equipment maker recently estimated that China was down by 42%. There is a glut of unsold inven-tory, with one analyst estimating that there is “still about a year's worth of supply of excavators” available for sale in the country.
The prospects for the remainder of 2013 look modest at best, with slow-downs in both emerging and devel-oped markets.
But hopefully, if and when the world’s markets do return to strength, imagine how thrilling the next bauma will be. dpi
BY IAN CAMERONAshbourne, England
BY MIKE BREZONICKWaukesha, Wisconsin, U.S.A.
Going Full Circle?
The Waiting Game
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DPI621.indd 1 5/17/13 2:34 PM
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inDusTrY neWs 6 Tier 4 Final in The Can
10 going Where The action is
12 Back To Building engines
16 engine Technical review intro — going against The Wind
20 29th annual engine Technical review
54 south america notebook — BorgWarner opens Brazil Facility
62 More on The Cat, FPT engine Deal
72 international Business report — DaF euro 6 Trucks launched … Flat Year For Yuchai … Caterpillar exits Boring Business … nelson Makes Brazilian Buy … hertz Makes Moves in Mongolia ...
member of
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Diesel Progress® inTernaTional eDiTion (ISSN 1091-3696) Volume 32, No. 3 — Pub lished six issues/year (January-February, April, June, September, October, November-December), by Diesel & Gas Turbine Publications, 20855 Watertown Road, Suite 220, Waukesha, WI 53186-1873. Subscription rates are $60.00 per year/$10.00 per issue worldwide. Periodicals postage paid at Waukesha, WI 53186 and at additional mailing offices. Canadian Publication Mail Agreement # 40035419. Return Undeliverable Canadian Addresses to: P.O. Box 456, Niagara Falls, ON L2E 6V2, Canada. POSTMASTER: Send address changes to: Circulation Manager, Diesel Progress International Edition, 20855 Watertown Road, Suite 220, Waukesha, WI 53186-1873 U.S.A. E-mail: [email protected].
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WhaT’s insiDe …
TeChnologY 4 Making a splash
14 Fan Drive Control For Tier 4
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66 Continuing The Diesel’s evolution
70 Maintaining good vibrations
TeChnologY oF Clean air58 not a red herring(bone)
60 right-sizing sCr
DeParTMenTs 2 Worldview
9 Dateline
46 global Trends
64 advertisers’ index
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Making A SplASh
ComAp develops waterproof version of compact engine control module
By Ian Cameron
ComAp has released the new waterproof version of its InteliDrive Nano engine controller.
The InteliDrive Nano WP will enable ComAp’s controller to be used in any outdoor application
without the need for a waterproof panel enclosure, making it useful in applications such as water pumps, sprinklers and outdoor machinery, the company said.
The controller is rated to IP65 international standard, which ComAp said means it is sealed from dust ingress and won’t suffer from exposure to water, although the company pointed out it is not suitable for full water submersion.
InteliDrive Nano WP offers various features, including direct communication with all major electronic fuel injec-tion engine manufacturers, USB interface, event logging and engine protection, with an easy to read large screen
Diesel Progress international 4 June 2013
For More inForMationwww.comap.cz
ComAp has developed a new waterproof version of its InteliDrive Nano engine controller.
and color-coded buttons. It can be programmed using Com Ap’s DriveEdit software or by using the buttons on the front panel.
The InteliDrive Nano controls offer a broad range of engine control and monitoring capabilities, including simple stop/start, automatic stop/start and speed con-trol, manual engine speed setting and automatic speed control. Adjustable engine protection monitoring param-eters include overspeed, oil pressure, coolant tempera-ture and fuel level. They can communicate via standard and proprietary CAN J1939 protocols to a wide range of constant-speed and variable-speed engines from Cat-erpillar, Cummins, MTU, Deutz, GM, Isuzu, Iveco, John Deere, MAN, Perkins, Scania, AGCO Power, Volvo Penta and others, the company said. dpi
Controls
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Tier 4 Final in The Can
JCB’s “one can solution” targets installation flexibility along with exhaust emissions compliance
By Ian Cameron
JCB has unveiled its Tier 4 final engine strategy with an empha-sis very much leaned toward ul-timate machine design flexibility
as well meeting exhaust emissions regulations.
The importance of a compact, user-friendly Tier 4 final engine design was underlined when a senior JCB engine executive examined a rival company’s excavator at a trade show.
“I remember looking at this excava-tor and the design had been so seri-ously compromised to accommodate huge aftertreatment packages that it was not possible to see out of it properly,” said Alan Tolley, director of engine programs at JCB Power Sys-tems. “I mentioned that to the com-pany’s representative and he said, ‘It’s okay, there’s a camera.’
“If I was operating the machine I would certainly want to see out of it.”
With this in mind, JCB said it had put the emphasis on making sure that its Tier 4 final engine was capable of being installed as unobtrusively as
isting machinery; a compact “one can” exhaust system and the ability for JCB dealers to de-tier the engine for the used equipment market.
“Our original technology had a new unique combustion system,” Tol-ley said, “including a newly designed combustion chamber with very high pressure common rail with a precise injector, electronically controlled-cooled EGR and a Borg Warner vari-able geometry turbocharger.
“Packaged together, this enabled us to meet Tier 4 interim without any aftertreatment and our whole philoso-phy is ‘don’t create the emissions to start with rather than try to mop them up with aftertreatment.’ ”
JCB said it is recalibrating the Eco-max engine to achieve the reduced emissions requirement, resulting in a further 5% fuel saving over existing models. A compact selective catalytic reduction (SCR) solution with the Ad-Blue additive will be used on engines above 55 kW. This SCR system, JCB
possible in a wide variety of machines.JCB, which started making its own
engines at a purpose-built factory at Foston, Derbyshire, England, in 2004, took the wraps off its Tier 4 final en-gine at the recent bauma 2013 show in Munich, Germany. The company said the new engine, which will be available in ratings from 55 to 129 kW with torques of 400 to 690 Nm, was built on the success of its JCB Eco-max Tier 4 interim engine currently in use in a number of JCB machines, and also with a number of third-party machinery manufacturers.
JCB said it had managed to satisfy various emissions regulations through its development of the use of combus-tion technology designed to minimize exhaust emissions within the engine rather than relying on extensive af-tertreatment systems to clean up the exhaust gases.
The results and benefits JCB as-sociated with its Tier 4 final strategy include a fuel efficiency improvement of up to 5%; easy installation into ex-
Diesel Progress international 6 June 2013
industry news
JCB unveiled its new Tier 4 final Ecomax diesel engine at bauma 2013. The company said it put the emphasis on ensuring it was capable of being installed as un-obtrusively as possible in a wide variety of machines.
continued on page 8
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said, will be incorporated into a single exhaust muffler, in many cases re-placing the existing exhaust system and providing the one can system with the same compact overall dimensions for machine designers.
The SCR system will use just a 2 to 3% ratio of exhaust additive to fuel as the company said the engine is already providing exceptionally clean exhaust. JCB has engineered a space-efficient mixing system for the SCR that it said offers a reduced exhaust flow distance between the engine and the catalyst.
“We have really taken the Tier 4 interim engine and reduced the NOx with the SCR catalyst. There are vari-ous choices with what you can make — some people have gone to the posi-tion where the engine-out NOx is much higher and they use a bigger SCR sys-tem with higher AdBlue consumption.
“Some of that comes from the his-tory of what they have done in the past — if they have SCR for Tier 4 in-terim then they have kept along that track, or if they have developed truck engines they have developed these for off-highway.
“So we have built on the high-efficiency combustion of the Eco-max engine that has given us a very compact engine to give us the opti-mum machine design opportunity,
improved fuel consumption and low AdBlue consumption.”
According to Tolley, the single can design, which JCB believes is unique to the company, offers an engine package which can be installed in existing machinery without significant machine alterations.
“The first thing about packaging is that it is not just about convenience, for example being able to put the en-gine in the same machine — it is the flexibility of machine design,” Tolley said. “We are very much focused on not compromising on machine design. The customer wants to be able to work as effectively as possible so the challenge for us with engine design is to come up with a solution which en-ables that.
“Of course, reliability is a given — we don’t want to offer a product which is less reliable and that’s why we didn’t go with DPFs for Tier 4 interim and final and whatever engine we put on a machine we didn’t want it to have intrusive servicing needs.
“At Tier 4 interim many opera-tors with equipment with DPFs have a requirement that DPFs have to be taken off and cleaned or replaced every 2000 or 3000 hours. That was the feedback both from our customers and from the general market.
“So although we have studied other technologies for Tier 4 final we haven’t found a realistic alternative to SCR and therefore we have SCR at Tier 4 final.
“But as we are very much focused on meeting customer objectives, it is vital to have low urea consumption otherwise large tanks are needed which impact on machine design.”
Tolley described the single can of-fering as one of the key selling points of the Tier 4 final engines, “because it helps so greatly with packaging.”
“We are aware of other people not using DPF but not aware of anyone else who only has a single can with no DOC,” he said. “The worst thing from a packaging point of view is when you have a DPF which is large and then an SCR system because you then have two big cans to accommodate on the machine.”
As with the Tier 4 interim Ecomax engine, JCB said it would be possible to de-tier the Tier 4 final range to al-low customers to sell used equipment in less regulated territories. All JCB dealers worldwide will have the tech-nology to remove the SCR system, re-duce the fuel injection pressures and recalibrate the engine control system to de-tier the Ecomax engines. A lu-bricity doser may be required in some countries depending on the quality of local fuel, JCB said.
JCB said “it is too early to say” what the price implications are for machines as a result of offering the enhanced Tier 4 final engines. But the company said it will “follow the same strategy that we did for Tier 4 interim” and focus on providing value to the customer.
“We have to come up with a pack-age that enables the designers to produce the best machine for the cus-tomer — that’s why we need a small adaptable package,” Tolley said. “I believe we have delivered this for our customers.” dpi
industry news
Diesel Progress international 8 June 2013
For More inForMationwww.jcbpowersystems.com
“The first thing about packaging is that it is not just about convenience, for example being able to put the engine in the same machine — it is the flexibility of machine design. We are very much focused on not compromising on ma-chine design.”
- Alan Tolley, director of engine programs, JCB Power Systems
DPI603.indd 2 5/17/13 11:10 AM
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Need more information on industry shows? Turn to www.dieselprogress.com
*Indicates shows in which Diesel Progress International Edition will participate.
Diesel Progress international 9 June 2013
dateline *June 4-6Power-Gen Europe 2013Messe WienVienna, AustriaPennwell Global Energy GroupPennwell House, Upshire EN9 3RS, U.K.Tel: +44 1992 656 617Fax: +44 1992 656 700E-mail: [email protected]: www.powergeneurope.com
*June 4-8ConExpo Russia/CTT Crocus International Exhibition CenterMoscow, RussiaAssociation of Equipment Manufacturers6737 West Washington Street Suite 2400Milwaukee, Wisconsin 53214 U.S.A.Tel: +1 (414) 298-4141Fax: +1 (414) 272-2672E-mail: [email protected] Web: www.conexporussia.com
Sept 10-14Comtrans Crocus ExpoMoscow, RussiaIMAGAm Messesee 281829 München, GermanyTel: +49 (0) 89 9 49 22-0 Fax: +49 (0) 89 9 49 22-350 E-mail: [email protected]: http://comtrans.auto-fairs.com
Sept 18-21bauma AfricaJohannesburg, South AfricaMesse Muenchen InternationalTel: +49 89 949-11478Fax: +49 89 949-11479E-mail: [email protected]: www.bauma-africa.com
Sept 24-27MDA Russia Crocus ExpoMoscow, RussiaDeutsche MesseMessegelaende, 30521 Hannover, GermanyTel: +49 511 89-0Fax: +49 511 89-32626
E-mail: [email protected]: www.mda-russia.com
*Oct 1-3ICUEE Kentucky Exhibition CenterLouisville, Kentucky, U.S.A.Association of Equipment
Manufacturers6737 West Washington StreetSuite 2400Milwaukee, Wisconsin 53214 U.S.A.Tel: +1 (414) 272-0943Fax: +1 (414) 272-1170E-mail: [email protected]: www.icuee.com
JuneDateline.indd 1 5/17/13 2:51 PM
GoinG Where The AcTion is
With eye toward growth, new Oerlikon Drive Systems CEO shifts company’s headquarters to India
By RoBeRta PRandi
Coming from six years at Al-stom Transport, where he was first managing director of South East Europe and
later added the Middle East and Af-rica, followed by six years in Asia with Cemex, Heriberto Diarte took up his new position as chief executive officer of Oerlikon Drive Systems with a solid experience in expansion into new markets, mergers and acquisitions, industrial business to business, and big infrastructure projects.
And with that frame of reference, one of his first decisions — where to locate himself and the headquarters of Oer-likon Drive Systems, which encompass-es Italy’s Oerlikon Graziano and U.S.A.-based Oerlikon Fairfield — shouldn’t have come as a surprise to anyone.
Diarte has moved the headquarters of Oerlikon Drive Systems to Greater Noida, in the northern Indian state of Uttar Pradesh.
“While 80% of our current sales comes from North America and Eu-rope, and Asia still accounts for only
is. This shows we are there to stay.”Oerlikon Drive Systems recorded
close to €19 million sales in China in 2012, and €36.6 million are expect-ed in 2013. In general, Diarte said, the best chances for growth for Oer-likon Drive Systems’ can be found in emerging countries. “China is at the forefront with mining, the energy sec-tor and heavy-duty trucks,” he said. “It is followed by India with its agricultural machinery market and large truck ap-plications. Russia offers great poten-tial in virtually all markets.
“Brazil will give us large opportuni-ties to grow in agricultural and some construction machinery applications. In this South American country we forecast to increase our sales fourfold within the next three years with plans to localize manufacturing.”
At the recent bauma 2013, Oer-likon Graziano unveiled a new prod-uct strategy called Shifting Solution, which is intended to combine the company’s design and manufacturing expertise with its engineering consul-tancy capability for transmission tech-nology. The idea, Oerlikon Graziano said, is to offer vehicle manufacturers the option of a complete transmission system designed and produced for their individual application.
While some customers will always require standard off-the-shelf assem-blies at a cost-effective price, Oerlikon Graziano believes that for many oth-ers, the best option is to develop a tailor-made design to provide an opti-mum integrated transmission concept that eliminates compromises.
To provide a complete design and manufacturing service, Oerlikon Gra-ziano said it utilizes advanced analyti-cal tools such as finite element meth-ods (FEM) to model strength, stiffness and temperature gradients during ini-tial design phases. To validate its de-signs, it has a range of test capabilities including vertical and horizontal rigs, heavy-duty fatigue testing, climactic chamber and vehicle test facilities for noise, comfort and shift quality.
The company said it has also invest-
about 13%, we expect big growth from emerging markets,” Diarte said. “From our plants in India we already serve high-end Asian OEMs. One example is Mahindra & Mahindra, to whom we supply components for its top line tractors above 56 kW, for both the local market and for export.” Diarte noted that the company has al-ready two plants in India with a local workforce of some 2500 people, with plans for building a third plant.
“We have a subsidiary in China too, and are completing a brand new man-ufacturing plant there for complete transmissions, synchronizers and gears,” he said. “The facility is already in operation and is expected to ramp up to full production capacity in 2015.
“Our group expects to reach a work-force of 6000 people worldwide by 2015, with half of these employees to be locat-ed in Asia. This is why we believe that emerging markets will have a key role in our path to growth, and for this rea-son it is fundamental for the CEO of the company to be located where the action
Diesel Progress international 10 june 2013
Powertrain“Our group expects to reach a work-force of 6000 people worldwide by 2015, with half of these employees to be located in Asia. This is why we believe that emerging markets will have a key role in our path to growth, and for this reason it is fundamental for the CEO of the company to be lo-cated where the action is.”
- Heriberto Diarte, CEO of Oerlikon Drive Systems
DPI605.indd 1 5/17/13 11:17 AM
ed in the latest manufacturing facilities and methods. Oerlikon Graziano said that by producing powershift clutches using laser and EBW technology with broached drum details, even the most complex geometries can be manufac-tured robustly and cost-effectively.
The company said it is also commit-ted to carrying out 100% inspection of manufacturing welds using ultra-sonic techniques. In order to maintain maximum control of quality standards, Oerlikon Graziano is vertically inte-grated, maintaining metal forming and heat treatment processes in-house.
Other product launches by Oerlikon Graziano in recent months have in-cluded a patented long-life activation system for robust synchronizers with increased endurance life, as well as new servo-synchronizer concept.
Targeted toward the truck and off-highway sectors, Oerlikon Graziano said the servo-synchronizer uses self-energizing principles to deliver higher performance and lower drag torque than equally sized conventional dou-ble-cone synchronizer designs.
Diarte pointed out that Oerlikon Drive Systems maintains a staff of 157 engineers worldwide capable of designing transmission technology for a broad range of applications. The company is also looking to move from a technology-oriented and engineer-
ing-based approach to a more proac-tive strategy in selling to new custom-ers worldwide.
“Our plans are to increase sales with trusted partners such as Caterpillar,
John Deere, CNH, which already know our products for their very high quality and reliability,” Diarte said. “The next step though is to approach new po-tential customers to offer our high-end transmission gears for high power den-sity applications and our capabilities to co-design transmission solutions ac-cording to any specific requirement.”
In terms of new products, Diarte anticipated that next year Oerlikon Drive Systems will introduce a hy-brid concept for wheel loaders that draws from the experience with the Oerlikon Graziano ECO system for passenger cars. While it is too early for more technical details, Diarte hinted that trials so far have indicat-ed a possible fuel saving capability between 20 and 25%. dpi
Powertrain
Diesel Progress international 11 june 2013
Part of Oerlikon Drive Systems’ new Shifting Solutions are synchronizers used in agri-cultural tractors, construction machines, commercial vehicles and automobiles.
For More inForMationwww.oerlikon.com/graziano
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Back to Building EnginEsNew family of no-DPF, Stage 3b and Stage 4 Farmotion diesels marks the comeback of Same Deutz-Fahr into engine manufacturing
By RoBeRta PRandi
While Same Deutz-Fahr (SDF) never completely aban-doned its historical vocation as an engine manufacturer
— it continued producing Series 1000 diesel engines up to EU Stage 3a emis-sions requirements — it was generally thought that the company had left the headaches involved with designing and building engines to meet ever more stringent regulations to Deutz AG. It was a natural assumption, see-ing as SDF owned a significant share of the German diesel engine specialist.
That assumption has proved to be anything but accurate, as SDF has developed its own new family of diesel engines, the SDF Farmotion diesels, specifically designed for agricultural applications.
“We are talking here about diesel engines developed for tractors, first and foremost tailored to our vehicle brands — Same, Deutz-Fahr and Lamborghini,” said Ruggero Cavator-ta, SDF’s group communication and global product manager. “The develop-ment of this new engine family is part of a precise strategy for an enhanced differentiation of our three main vehi-cle brands.”
Farmotion is a range of three-, four- and six-cylinder common rail engines from 55 to 150 kW at 2000 r/min. “We took a conscious approach in hav-ing smaller displacement engines to cover a higher power span,” explained Manlio Mattei, R&D Engine Systems and Farmotion’s Operation Platform Group manager at Same Deutz-Fahr, Treviglio, Italy. “This and the advanced injection and combustion systems are the key to efficiency in fuel con-sumption, better performance and low harmful exhaust gas emissions.
“The three-cylinder unit, for exam-ple, will reach a power output of 75 kW and a maximum torque of 409 Nm, a remarkable performance for a 2.9 L diesel combined with great efficiency.” Mattei added that the initial figures for fuel consumption indicate 205 g/kWh at the best engine operating point.
The Farmotion family has been devel-
strategy has allowed SDF to comply with Stage 3b emissions regulations without a diesel particulate filter (DPF), requiring only a metallic-substrate die-sel oxidation catalyst. Stage 4 emis-sions levels will be reached with the addition of a selective catalytic reduc-tion (SCR) system, the company said.
The new engines incorporate a downsized cylinder displacement from the 1000 cc of the existing Series 1000 engines to 962 cc on a bore and stroke of 103 x 115.5 mm. The cylin-der walls have been thickened, which
oped by SDF in cooperation with AVL. Mattei said the contribution of the spe-cialist in engine and powertrain technol-ogy has been fundamental — especially in allowing for design simulations that provided quick and smooth “virtual en-gine” predevelopment before the actual testing phase — as well as performance and emissions development.
Farmotion engines incorporate ex-ternal cooled EGR and a Bosch 2000 bar common rail fuel injection system. All of the engines utilize wastegate turbochargers with intercoolers. This
Diesel Progress international 12 june 2013
INDUSTRY NEWS
The new Farmotion range of agricultural diesel engines by Same Deutz-Fahr will cover an output range of 55 to 150 kW. One of the main design charac-teristics of the new engine family is individual cylinder heads that allow for servicing and overhaul without disassembling the engine from the tractor.
DPI607.indd 1 5/17/13 11:28 AM
has allowed SDF to reach its target-ed power output with better noise and vibration performance. “This, to-gether with the advanced calibration of the common rail systems, makes the Farmotion three-cylinder unit a challenge to traditional four-cylinder engines in the range of 75 kW,” Mattei said.
Every cylinder is assembled with its own head and incorporates wet replaceable liners. Mattei explained that the single-head design provides a more durable and efficient cooling option with positive influence also on lube consumption. “This is further-more a very welcome characteristic by end users in the agricultural mar-ket, even more so in developing coun-tries where the chance of servicing or overhauling the engine without disas-sembling it from the vehicle makes a whole lot of difference,” he said.
Another important characteristic related to the ease of maintenance of the Farmotion engines is an automat-ic valve clearance adjustment, which SDF said eliminates manual valve clearance adjustments for the life of the engine.
The engines will be manufactured in SDF’s plant in Ranipet, India. That fa-cility currently employs nearly 400 peo-
ple, but it is expected to be ramped up to cope with the Farmotion production. The manufacturing capacity is current-ly between 15 000 and 20 000 engines but can be increased to a maximum of 50 000 units, SDF said.
Stage 3b three- and four-cylinder Farmotion engines are expected to be in production as of March 2014. In September 2014, prototypes of the Stage 4 compliant versions are scheduled to be available, while the production rollout will follow in Sep-tember 2015, SDF said.
The six-cylinder engine will be avail-able only in the Stage 4 version with SCR, with series production planned to start in September 2016. This 150 kW unit will be used only on some niche models of the Same tractor range.
The Farmotion engines have the same footprint and same interface as the Series 1000 diesels and will fully replace those engines in medium- and low-power tractors and special-ized machines used in orchards and vineyards. For medium- and high-power open-field tractors, SDF said it will continue to use Deutz engines with the exception of the Same range which, in line with the policy of the product differentiation, will gradually be equipped with Farmotion engines.
For the time being, the existing Se-ries 1000 engine by Same will still be used in the company’s tractors for lesser-regulated markets, but in a few year it will be replaced by Farmotion engines tailored to those markets. Mattei said that approximately 20% of SDF’s sales come from the lesser-regulated regions.
Recently Same Deutz-Fahr re-duced its holding in Deutz, selling 22 million shares to Volvo AB, which has become the new majority stakeholder. SDF retains an 8.4% stake in Deutz and pointed out that the cooperation agreement between the companies has not been altered. dpi
INDUSTRY NEWS
Diesel Progress international 13 June 2013
For More inForMationwww.samedeutz-fahr.com
The three-, four- and six-cylinder com-mon rail engines in the Same Deutz-Fahr Farmotion family are designed to have a very compact profile, allowing the engine and diesel oxidation catalyst to fit under the tractor’s hood.
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Fan Drive Control For tier 4
Sauer-Danfoss adds Plus+1 compliant control capability to H series piston pumps
Sauer-Danfoss has introduced a Plus+1 compliant fan drive control (FDC) for its H1 family of piston pumps. The control
design utilizes closed-circuit technol-ogy to meet what Sauer-Danfoss said are customer needs for more efficient and robust hydraulic cooling fan sys-tems in Tier 4 compliant mobile off-highway equipment applications.
Applicable for meeting cooling sys-tem fan power requirements in ma-chines above 20 kW, the FDC is de-signed to offer proportional forward control with reversing and zero-speed capability, a maximum-displacement
and fuel savings in most operating conditions, he said.
In addition to proportional forward control that enables modulating hy-draulic fan drive control, the H1 pump family offers reversibility and zero-speed capability. The fan drive control can automatically reverse the direc-tion of the fan to purge trapped dirt and debris and restore cooling to peak efficiency. The system also enables the fan to be stopped completely in circumstances where cooling needs are minimal.
“FDC for H1 pumps achieves re-versibility without the need for larger,
full forward speed fault position and Plus+1 system compatibility.
With the implementation of Tier 4 diesel engine emissions regulations, many off-highway equipment manu-facturers are considering hydraulic modulating fan drives, said Branko Horvat, director of product marketing managers for the Propel Sales.
Modulating hydraulic fan drives con-tinuously adjust fan speed to the low-est level required to maintain proper cooling. The variable-flow functionality of the fan drive control is designed to provide increased efficiency offering Tier 4 equipment designers power
Diesel Progress international 14 June 2013
mobile hydraulicS
Targeted toward Tier 4 off-highway machines above 20 kW, Sauer-Danfoss has introduced a Plus+1 compliant fan drive control for its H1 family of pis-ton pumps. The fan drive control design utilizes closed-circuit technology to meet customer needs for hydraulic cooling fan systems in Tier 4 applications.
DPI602.indd 1 5/17/13 11:46 AM
more complex and costly plumbing,” Horvat said. “Zero-speed capability can be beneficial in extremely cold conditions where power is better uti-lized for warming up the vehicle.”
Another benefit of a closed-circuit system is what occurs in the event of a controller or electrical failure. The fault position of the pump is toward full forward displacement, enabling the fan to run at full speed to maintain the integrity of the cooling system on the vehicle. Maximum fan speed is deter-mined by the pressure limiter setting.
The fan drive control utilizes Sauer-Danfoss fan drive subsystem software and integrates with the H1 pump fam-ily, enabling equipment manufacturers to develop customized fan drive solu-tions using Sauer-Danfoss’ Plus+1 GUIDE programming environment.
The fan drive control is available in 12 and 24 V configurations and is ap-plicable on all H1 pump frame sizes. Horvat added that hydraulic fan drives can be positioned almost anywhere on the machine — an advantage for space-conscious designers of Tier 4 equipment.
Relocating the cooling system out-side of the engine compartment can allow room for the additional com-ponentry required for diesel exhaust aftertreatment and gives the system designer an opportunity to improve cooling by minimizing restrictions in the path as the airflows through the engine compartment, he said.
Horvat said additional benefits of modulating hydraulic FDCs include increased power density that makes more room available in the engine com-partment for additional components/ features; higher pump and motor pres-sures and improved power and life ratings; minimized reservoir require-ments, allowing for smaller reservoir size and delivering reduced potential for contamination; and available motor speed sensors. dpi
mobile hydraulics
Diesel Progress international
For More inForMationwww.sauer-danfoss.com
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Despite still lackluster mar-kets across huge parts of the world and continuing financial and economic tur-
moil in many regions, there was no shortage of investment in new en-gines and new engine technology over the past year.
Of course, emissions legislation demands that manufacturers focus clearly on development of ever-more-sophisticated and environmentally sensitive products. But this year’s An-nual Engine Technical Review — our 29th — paints a picture of engineering excellence and relentless progress that goes beyond simply producing emissions-compliant engines.
And it’s difficult and almost unfair to single out any one or two particular companies when so many manufac-
headquartered in southern China. Fi-nally, at bauma 2013, Cummins took the cover off (literally) yet another new engine, the QSM12, which offers up to 382 kW for heavy-duty applications and does it without cooled exhaust gas recirculation (EGR).
AGCO Power wasn’t quite as ac-tive as Cummins, but less was more for the Finnish engine supplier. It boosted its engine range with a new 16.8 L engine with rated power of 522 kW — the largest engine in the com-pany’s diesel engine family — and also opened a new factory in China that is making a new sub-100 kW medium-duty engine range. The com-pany also announced a significant in-vestment in its diesel engine produc-tion plant in Nokia, Finland. The new
turers have made large strides for-ward with their product offerings. Yet some did stand out.
Cummins, for example, was one of the busier companies when it came to introducing new engines. It un-veiled its next-generation ISB range designed for Euro 6 available from 112 to 231 kW. It launched its small-est electronically controlled industrial engine, the QSF2.8, with ratings of 37 to 55 kW and then followed up with that engine’s slightly larger sibling, the 3.5 L QSF3.5, with ratings of 63 to 98 kW. Both of the QSF engines are de-signed to meet EU Stage 4/EPA Tier 4 final emissions regulations.
Even more recently (March), the first Cummins L9.3 engine was produced at Guangxi Cummins, the Cummins-LiuGong Machinery joint venture
Diesel Progress international 16 June 2013
GoinG AGAinst the WindDespite mediocre global economy, there’s been no shortage of new engines
and new technology developments
BY IAN CAMERON
A Busy Spring: The last few months have been a busy time for Cummins. In March, the first Cummins L9.3 engine was produced at Guangxi Cummins, the Cummins-LiuGong Ma-chinery joint venture in China. Then, at bauma 2013 in Munich, the com-pany unveiled its EGR-less QSM12 diesel rated up to 382 kW output for heavy-duty applications.
continued on page 18
DPI610.indd 1 5/17/13 1:33 PM
29th annual engine technical review
Diesel Progress international 18 June 2013
their Shanghai MHI Engine Co. Ltd. joint venture. The 50/50 joint venture is dedicated to manufacturing 500 to 1600 kW primarily for sale in China.
Japan’s Yanmar presented its new, water-cooled Tier 4-compliant diesel engines and claimed the company is the first manufacturer in the world to be certified by the California Air Re-sources Board for diesel engines in the 19 to 56 kW range in compliance with Tier 4 standards.
This is just a snapshot of the hive of activity over the past 12 months by diesel engine manufacturers. The fol-lowing pages will outline much more.
Yet if there is one thing that all of this action seems to indicate, it’s that the engine builders appear to be taking the long view on the global markets, most of which are flat or in decline. Call it a testament to the belief in better days ahead by the engine designers and engineers and perhaps just as impor-tantly, the hopefulness and forward thinking of those who control the purse strings at the companies. dpi
February Diesel Progress Internation-al). The relatively new kid on the engine block — JCB Power Systems — un-veiled its “one can” Tier 4 final engine strategy at bauma 2013, a technology that is detailed elsewhere in this issue.
Meanwhile, from Germany’s vener-able Hatz comes a new generation of water-cooled, electronically controlled engines, the H-Series.
FPT Industrial added new models to its engine range and entered an in-teresting marine engine arrangement with Caterpillar (see story elsewhere in this issue), while Isotta Fraschini took the wraps off its new marine die-sel engine. Also on the marine side, Germany’s MAN Truck & Bus intro-duced a fully classified marine diesel engine whilst Sweden’s Marinediesel completed EPA Tier 3 commercial ma-rine emissions certification for its entire range of VGT engines up to 373 kW.
Back on land, Liebherr presented its new generation of diesel engines to comply with Stage 4/Tier 4 final exhaust emissions regulations while John Deere Power Systems said no to the idea of a diesel particulate filter for its new Stage 4/Tier 4 final PowerTech PWL 4.5 L en-gine unveiled at bauma 2013.
MTU offered its newly developed engines of the Series 1000, 1100, 1300 and 1500 to power a range of equipment including agricultural, con-struction and forestry while Perkins introduced several engines for highly and lesser regulated territories.
Meanwhile, Scania announced its industrial engines are ready for Stage 4 and Tier 4 final with only EGR and SCR technology and no particulate filter while Volvo Penta showcased its new engine range for off-road ap-plications consisting of five basic 5 to 16 L engines.
As has been the case the last few years, Chinese and Japanese engine makers continued to grab industry headlines with their developments. Among the most notable, Shanghai Diesel Engine Co. and Mitsubishi Heavy Industries began manufac-turing engines this spring as part of
6600 m3 assembly hall is close to the company’s existing plant and the ad-dition increases the annual produc-tion capacity of the site from 38 000 to 50 000 engines.
Smaller engines and engine manu-facturers continued to make big news. Doosan Infracore opened its new compact engine plant in Korea, be-ginning production of its new 1.8 L, 2.4 L and 3.4 L diesels (see January-
It’s In The Can: JCB used bauma 2013 as the debut for its “one can” solution for Tier 4 final. The company will recalibrate its Ecomax diesel to meet the lower emis-sions requirements. For engines above 55 kW, the company will apply a compact SCR system that will be incorporated into a single exhaust muffler assembly.
Small Is Big: Doosan Infracore made big news as it began production of a new range of small diesel engines in Korea. The 1.8 L, 2.4 L and 3.4 L diesels offer peak outputs of 37, 55 and 74 kW and don’t require a DPF to meet Stage 4/Tier 4 final emissions requirements.
Just Saying No: At bauma 2013, John Deere Power Systems unveiled its no-DPF PowerTechTM PWL 4.5L engine that is designed to meet Stage 4/Tier 4 final emissions regulations without a DPF. The engine incorporates an Integrated Emis-sions Control system consisting of EGR, a DOC and SCR.
DPI610.indd 2 5/17/13 3:06 PM
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AGCO POWERLinnavuorentie 8-10Fl-37240 Linnavuori, NokiaFINLANDTel: +358 40 842 1996E-mail: [email protected]: www.agcopower.comContact: Kari Mettälä, sales and mar-keting directorPower RangeDiesel: 40 to 370 kW
New EnginesAGCO Power said users of its cur-
rent production Stage 3b/Tier 4 in-terim off-road engines with displace-ments from 3.3 to 9.8 L and ratings of 36.8 to 367.7 kW have reported 10 to 15% fuel savings compared with the previous generation engines.
The company has also announced that it will step up its engine range with the development of a new 16.8 L engine with a rated power of 522 kW. It is the largest engine in the manu-facturer’s diesel engine family and is currently in testing, with production scheduled to begin this year. Tier 4 final-compliant from the start of pro-duction, the first applications for the new engine will be in AGCO’s largest agricultural machinery.
EmissionsFor its full engine line, AGCO is em-
ploying selective catalytic reduction (SCR) with higher NOx conversion ef-ficiency. In the higher end of the cur-rent power class, cooled exhaust gas recirculation (EGR) is also being used for NOx reduction, but the exhaust circulation is kept low, the company said, to minimize the requirement to increase the cooling capacity. AGCO
[email protected]: www.briggsandstratton.comContacts: Paul Bramhall, director, En-gine Categories – Europe; Benjamin Mottaz, product manager – EuropePower Range Petrol: 4.1 to 26.1 kW
New EnginesBriggs & Stratton has developed a
pair of snowblower engines designed to provide easy starting and reli-able performance at temperatures to -29°C. The new Snow Series 750 and 950 engines are air-cooled, single- cylinder, horizontal-shaft petrol en-gines that incorporate overhead valves, splash lubrication and the company’s Magnetron electronic igni-tion system. The 750 Series engine has a bore and stroke of 68 x 44.9 mm for an overall displacement of 163 cc, while the 950 Series engine has dimensions of 70 x 54 mm and an overall displacement of 208 cc.
said it would also avoid the use of a diesel particulate filter (DPF) in its Tier 4 final engines.
Company NewsIn 2012, AGCO opened a new fac-
tory in Changzhou, China, where a new sub-100 kW medium-duty engine range with three- and four-cylinder en-gines will be produced. The medium- duty engine range is designed for ap-plications including tractors, the com-pany said.
AGCO Power’s heavy-duty engine range continues to be produced in Finland and Brazil. The company re-cently announced a more than €20 million investment to expand its die-sel engine production plant in Nokia, Finland. The new 6600 m3 assembly hall is close to the company’s existing plant and the addition increases the annual production capacity of the site from 38 000 to 50 000 engines.
ANHUI QUANCHAI ENGINE CO. LTD.No.788, Wujingzi Rd., Quanjiao Country, Anhui Province 239500CHINATel: +86 550 5038698Fax: +86 550 5024788E-mail: [email protected]: www.quanchai.com.cnPower RangeDiesel: 100 to 231 kW
BRIGGS & STRATTON AGWolleraustrasse 418807 FreienbachSWITZERLANDTel: +41 55 415 1200Fax: +41 55 415 1201E-mail: [email protected],
Diesel Progress international 20 JUne 2013
Briggs & Stratton’s new Snow Series 950 and 750 engines are targeted toward snow-blowers and are designed for high reliabil-ity and easy starting in cold temperatures.
continued on page 22
DPI620.indd 1 5/17/13 1:40 PM
The engines incorporate special air ducting and sensitive areas of the engine are shielded from ice or water from melting show, the company said. Other specific snow-related features include 220 V starting sys-tems for Europe, and alternators for lights, hand warmers and motorized chute controls.
The 950 Series engine also includes an easy starting package that includes 1-2-3 Starting Labels and a key switch to make starting easier, along with an optional Professional Series package that offers variable speed control, a fuel shutoff switch, an extended oil drain and a high oil fill for added con-venience, the company said.
The engines are built by Briggs & Stratton at its facility in Chongqing, China.
CATERPILLAR100 North East Adams Street Peoria, Illinois 61629U.S.A.E-mail: [email protected]: www.cat.com/enginesContacts: (Industrial Power Systems)Pat Aten, sales; Mike Reinhart, mar-keting; Will Holt, engineering; Robert Koller, distribution/servicePower RangeDiesel: 5.7 to 895 bkWGaseous Fuel: 71 to 6100 bkW
New EnginesAs announced at bauma 2013,
Caterpillar is offering a new genera-tion of more than 20 industrial engine models, ranging from 5.7 to 895 bkW for use by original equipment manu-facturers primarily in the construction, mining, and general industrial sectors.
Engines featured at bauma includ-ed the C1.5 industrial engine, a three- cylinder, 1.5 L diesel with outputs of 18.4 to 27.6 bkW targeted for use in the general industrial and rental sectors. The C1.5 has 500 hour oil change intervals, the company said.
Cat displayed the C4.4 ACERT power unit with turbo aftercooled and series turbo configurations. This 4.4
L, four-cylinder engine is rated 74.5 to 129.4 bkW. Meanwhile, the C7.1 ACERT, a 7.1 L, six-cylinder diesel, spans 116 to 225 bkW, with the 225 bkW rating capable of producing peak torque of up to 1280 Nm at 1400 r/min, Caterpillar said.
Also shown at bauma was the C13 ACERT power unit — a six-cylinder, 12.5 L engine that delivers 287 to 388 kW. Cat said this Stage 4/Tier 4 final diesel can be ordered as a preconfig-ured package for a variety of construc-tion applications, including crushing, drilling, material handling and pumps.
The C18 ACERT industrial engine, an 18.1 L, six-cylinder Stage 4/Tier 4 finaI engine, is similarly sized to its Stage 3b/Tier 4 interim predeces-sor with similar connection points for ease of installation. The C18’s power range is 429 to 597 bkW. With the addition of twin diesel oxidation cat-alysts (DOCs), the 563 to 597 bkW ratings are designed to meet Tier 4 final standards.
Caterpillar’s Marine Power Systems group said that the model 3500C ma-rine engines have entered full produc-tion meeting EPA Tier 3 regulations. Cat 3500C Tier 3-compliant offerings will include propulsion, auxiliary and diesel electric propulsion engines. All Cat 3500C offerings will not require aftertreatment modules to meet Tier 3 regulations as a result of incorporat-ing fuel and air system modifications into the design of the engines, the company said.
The 3512C and 3516C both in-clude a spectrum of 1600 and 1800 r/min options with power ratings ranging between 1000 and 2524 bkW designed for various applications and duty cycles.
There has also been a lot of activity around Caterpillar’s C175 engine. Cat said the C175-16 marine propulsion engine will meet IMO Tier 2 emissions requirements. The marine C175-16 is rated 2000 to 2167 bkW at 1600 r/min and 2462 to 2550 bkW at 1800 r/min. This new propulsion engine ex-tends Caterpillar Marine’s high-speed
power range beyond the company’s 3516C-HD engine. Applications in-clude offshore support vessels, tugs and workboats.
Caterpillar’s Electric Power Divi-sion is using the 20-cylinder C175-20 engine in a new 4 MW generator set. The newly announced C175-20 power gen package is a higher speed engine destined for prime and con-tinuous power applications as well as for standby power for large, mission-critical installations.
The C175-20, which has been used in Caterpillar mine haul trucks since 2009, will begin production later this year as a generator package and will be offered in both 50 and 60 Hz con-figurations. The new generator set is rated 4 MW in standby uses, 3.6 MW in prime applications and 3.25 MW in continuous duty operation.
Also on the electric power genera-tion side, Caterpillar said it would use its C4.4 and C6.6 engines in a new generation of 40 to 175 kW diesel generator sets for 60 Hz applications. The next generation diesel generators include improved enclosures offering three levels of sound attenuation, the company said.
EmissionsCaterpillar said it has selected
from a portfolio of engine and af-tertreatment technologies to meet the latest emissions standards. The technology offering includes a DOC, diesel particular filter (DPF) and selective catalytic reduction (SCR) available as applicable. In addition, a “No DPF” aftertreatment package is available on select platforms.
Caterpillar said it equips every Stage 4/EPA Tier 4 final engine with a combi-nation of electronic, fuel, air and after-treatment components based on en-gine size, the type of application and the geographic location in which it will work. Cat said that by reducing maintenance and improving efficiency, its Stage 4/Tier 4 final engines have lower operat-ing costs. This improvement is due to
29th Annual Engine Technical Review
Diesel Progress international 22 JUne 2013
continued on page 24
DPI620.indd 2 5/17/13 1:40 PM
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the better fluid efficiency and service-ability that offset the costs associated with aftertreatment. The Stage 4/Tier 4 final engines are capable of achieving up to 5% fuel consumption improve-ment over its Stage 3b/Tier 4 interim diesels, Cat said.
Company NewsIn November, Caterpillar Inc. final-
ized the purchase of MWM Holding GmbH (MWM) from 3i for approxi-mately US$800 million. MWM is a global manufacturer of natural gas and alternative fuel engines. Cat said the acquisition of MWM enables it to significantly expand options for “sus-tainable power generation solutions.” MWM has become part of Caterpil-lar’s Electric Power Division.
More information on this company’s products is available at GSGnet.net
CHANGFA GROUPChangfa Industry ParkSouth of ChangzhouChangzhou, Jiangsu ProvinceCHINATel: +86 519 86237008; +86 519 86237009Fax: +86 519 86237031E-mail: [email protected]: www.changfa.comPower RangeDiesel: 1.5 to 44.7 kWPetrol: 1.5 to 44.7 kW
CUMMINS LTD.Yarm Road, Darlington County Durham, DL1 4PW, ENGLANDTel: +44 1325 554829E-mail: [email protected] Website: www.cumminsengines.comContacts: Neil Pattison, director – On-Highway Business; Bryden Clewlow, director – Off-Highway BusinessPower RangeDiesel: 37 to 3135 kWGaseous Fuel: 37 to 2014 kW
New EnginesCummins introduced its next gen-
eration ISB range designed to meet Euro 6 on-highway emissions regu-lations. Available from 112 to 231 kW, the engines are suited for medium- duty trucks (7.5 to 26 tonne) and single and double-deck buses, the company said. The ISB 4.5 and 6.7 L engines use exhaust gas recircu-lation (EGR), with variable geom-etry turbocharging (VGT), Cummins said. These are coupled with an aftertreatment system using a die-sel particulate filter (DPF) with se-lective catalytic reduction (SCR) to meet the ultralow levels of Euro 6. The engine and aftertreatment are controlled by the same electronic control module designed to meet the required onboard diagnostics (OBD) requirements for Euro 6, the company said.
On the industrial side, the QSF2.8, with a power output of 37 to 55 kW, is the smallest electronic engine to be introduced by Cummins for industrial applications. The four-cylinder, 2.8 L diesel incorporates a Cummins- designed, fully passive aftertreat-ment system that allows it to meet EU Stage 4/EPA Tier 4 final emissions regulations, Cummins said. While the QSF2.8 provides a small installation envelope, the engine is designed to be exceptionally strong and power-ful, capable of the same peak cylinder pressure as the Cummins QSB4.5, the company said. The engine can also deliver up to 300 Nm of torque at 1600 r/min.
At bauma 2013, Cummins unveiled the QSF3.8 with a power range of 63 to 98 kW. The all-new, four-cylinder, 3.8 L diesel is a clean sheet design ready for Stage 4/Tier 4 final near-zero emissions levels, Cummins said. The engine is designed with a fully integrated air intake to exhaust after-treatment system designed to provide a drop-in installation for all types of compact construction and materials handling equipment.
The QSF3.8 also uses cooled EGR and the latest SCR technology from Cummins Emission Solutions, which
eliminates the need for a DPF, the company said.
Also at bauma, Cummins un-veiled a new 12 L diesel designed for heavy-duty, off-road applications. The new six-cylinder, 12 L displace-ment QSM12 diesel will be available in ratings from 250 to 382 kW and is purpose-designed to meet Stage 4/Tier 4 final emissions regulations, Cummins said, while offering a more compact envelope and over 30% higher power-to-weight ratio than the class average for engines with a simi-lar power range.
Cummins said the new QSM12 maintains the envelope size of its QSM11 predecessor used for Tier 3 and Stage 3a applications. Higher ef-ficiency air handling and advanced combustion enable the engine to use a simpler wastegated turbocharger and eliminate the need for cooled ex-haust gas recirculation. Cummins said that as a result, internal loads on the QSM12 are reduced to free up extra power potential, while heat rejection is lowered by over 40% compared with engines using cooled EGR.
With a sculptured block and com-posite material for the oil pan and valve cover, the QSM12 weighs 862 kg to provide a top rating power-to-weight of 0.44 kW per kg, while retain-ing the structural strength and durabil-ity required for a heavy-duty engine, Cummins said.
The QSM12 also incorporates a fully integrated air intake to exhaust after-treatment package designed and man-ufactured for the engine by Cummins Emission Solutions (CES). The after-treatment combines a DPF with SCR.
In March, the first Cummins L9.3 engine rolled off the production line at Guangxi Cummins Engine Co. Ltd. (Guangxi Cummins), the 50/50 joint venture between Cummins and Liu-Gong Machinery, marking the official start of operations in Liuzhou, south-ern China. Guangxi Cummins is the first Cummins manufacturing facility in China dedicated to providing power for the construction machinery market. It is
29th Annual Engine Technical Review
Diesel Progress international 24 JUne 2013
DPI620.indd 3 5/17/13 3:27 PM
also one of the largest production facilities for industrial diesel engines in China.
The 9.3 L engine is designed and built in China specifi-cally for wheel loaders to meet the demand of both Liu-Gong and other equipment manufacturers. The engine is available to meet various off-road emissions standards up to Tier 3, Cummins said. Evolved from the Cummins L8.9 engine platform, the L9.3 engine is rated 162 kW.
More information on this company’s products is available at GSGnet.net
DAIHATSU DIESEL MFG. CO. LTD.1-30, Oyodo Naka 1-chome, Kita-KuOsaka 531-0076JAPANTel: +81 6 6454 2394Fax: +81 6 6454 2682Website: www.dhtd.co.jpPower RangeDiesel: 51 to 6765 kWGaseous Fuel: 300 to 8100 kW
More information on this company’s products is available at GSGnet.net
DEUTZ AGOttostrasse 151149 KölnGERMANYTel: +49 221 822 0Fax: +49 221 3525E-mail: [email protected]: www.deutz.comContact: Robert T. Mann, head of sales Power Range Diesel: 25 to 520 kW
Engine TechnologyHaving completed its Stage 4/Tier 4 final engine lineup
that includes six diesel models spanning 54 to 520 kW power output, Deutz recently unveiled a strategic program of Integrated System Solutions (ISS). A range of comple-mentary product solutions and services, ISS is intended to integrate the diesel engine and exhaust aftertreatment system into the final product’s driveline in the most effec-tive way possible.
As part of the ISS strategy, Deutz has developed a hy-brid diesel-hydraulic drive solution for two wheel loaders from Atlas Weyhausen equipped with a hydraulic start-stop system. The AR 85e and the AR 60e wheel loaders are powered by Deutz TCD 3.6 and TCD 2.9 engines that gen-erate 80 and 49 kW at 2200 r/min, respectively. A hydrau-lic start-stop hybridization system automatically switches
29th Annual Engine Technical Review
Diesel Progress international
continued on page 26
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off the engines at zero load. When load is applied again, the hydraulics immediately restart the engine. This efficiently avoids the lengthy idling periods typically experienced with compact construction equipment and reduces fuel consumption consider-ably, Deutz said.
Deutz has also been active in die-sel-electric hybrid development, work-ing with Terex Fuchs on a project to develop a hybrid system for industrial machinery. The project is supported by the German Federal Ministry of Eco-nomics and Technology and is called Green Industrial Diesel (GRID). It aims to reduce fuel consumption and carbon dioxide emissions by 20 to 30%.
The initial results of the project have been demonstrated in an excavator by Terex, which is powered by a compact Deutz TCD 6.1 diesel engine with a flange-mounted Bosch electric motor working as a generator and feeding electric power into a supercapacitor pack. The excavator features a start-stop function that automatically shuts down the engine when the excavator is idle. Restarting is also automatic and initiated by the motor/generator, which also supports the overall sys-tem by providing a power boost when the drive system is operating in the peak load range.
Company NewsAB Volvo completed the acquisition
of more than 22 million Deutz shares from Italian agricultural machinery manufacturer Same Deutz-Fahr for approximately €130 million. AB Volvo is now the largest Deutz shareholder with just over 25%. Same Deutz-Fahr continues to hold approximately 8.4% and will maintain its relationship as a customer and supplier as well as continuing its strategic partnership with Deutz.
Deutz and Volvo have also signed a memorandum of understanding to explore the option of extending their long-term alliance by jointly develop-ing a new generation of medium-duty engines for industrial applications.
The companies are also analyzing the terms and conditions for establish-ing a joint venture in China for the man-ufacturing of medium-duty engines for industrial applications in which Deutz would hold a majority stake.
Late last year, Deutz, Robert Bosch GmbH and J. Eberspächer GmbH & Co. KG announced the restructuring of their exhaust aftertreatment alliance. As part of that restructuring, Deutz and Eberspächer sold their shares in Bosch Emission Systems GmbH to the majority shareholder Bosch.
Deutz and Bosch said they would intensify their future collaboration as part of an innovation partnership in exhaust aftertreatment, diesel in-jection technology and electronics. Bosch Emission Systems will contin-
ue to supply Deutz with exhaust after-treatment systems.
More information on this company’s products is available at GSGnet.net
DONGFENG CHAOYANGDIESEL CO. LTD.No.51, Section 3, Huanghe Rd.Chaoyang City, Liaoning ProvinceCHINATel: +86 421 2720155Fax: +86 421 2720131E-mail: [email protected]: www.dcd.com.cnPower RangeDiesel: 48 to 180 kWGaseous Fuel: 65 to 70 kW
DOOSAN INFRACORE CO. LTD.Headquarters489, Injung-ro, Dong-gu, IncheonKOREA
Sales21/F, Doosan Tower 18-12Euljiro-6GaJung-Gu SeoulKOREATel: +82 2 3398 8400E-mail: [email protected]: www.doosaninfracore.com/engines/en/Power RangeDiesel: 37 to 824 kWGaseous Fuel: 128 to 451 kW
New Engines Late last year, Doosan Infracore
opened its new compact engine plant, beginning mass production of compact diesel engines (see January-February Diesel Progress International). The new facility, which covers 14 000 m2 and is next to the existing plant in Incheon, Korea, incorporates manufacturing and assembly lines and a test operation line with advanced automated and robotic production systems. The new compact diesel engines have been developed to meet Euro Stage 3b and Stage 4 and EPA Tier 4 final emissions standards without a diesel particulate filter (DPF).
29th Annual Engine Technical Review
Diesel Progress international 26 JUne 2013
continued on page 28
Deutz’s Stage 4-compliant six-cylinder TCD 6.1 engine has a power output of 180 kW with 1000 Nm torque.
DPI620.indd 5 5/17/13 1:44 PM
CAT, CATERPILLAR, their respective logos, ACERT, “Caterpillar Yellow,” the “Power Edge” trade dress, as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission. © 2013 Caterpillar. All Rights Reserved.
C13 ACERT™ IndusTRIAl PowER unIT T IER 4 F InAl / sTAgE IV 287- 388 bkw (385 - 520 bhP)
Caterpillar has a full range of industrial power solutions. Developed by a skilled team of experts, our industrial engines offer customers increased value through better fluid efficiency and longer component life. Don’t settle for anything less than a Cat engine.
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The range incorporates displacements of 1.8, 2.4 and 3.4 L.
The first application of the new compact engines is in Doosan Indus-trial Vehicle’s forklifts. They will also be installed in Bobcat compact equip-ment starting in early 2014, Doosan said. The engines will also be sold to other off-road OEMs as well as gen-erator manufacturers.
Doosan Infracore has also recently announced a new line of upgraded diesel engines for generator sets. Cur-rent in-line, six-cylinder engines are rated from 59 to 342 kW and V-type eight- to 12-cylinder engines rated from 361 to 711 kW will be upgraded to deliver a 20% or more increase in power up to 824 kW, Doosan said. This enhancement will begin in Octo-ber with the 8.1 L, inline, six-cylinder P086TI diesel as the starting point.
Doosan added that the improve-ment is not limited to power, but also overall durability and quality. The new V-type engines will upgrade the safe-ty and appearance by adding heat screens, belt covers and rain caps. In addition, the cooling capacity of the engines will be increased by as much as 16% over the current engines, which enables operation at higher temperatures, the company said.
In addition, Doosan said all of its en-gines would be modified to enhance the ease of installation, to provide space savings and minimal design changes for OEMs, the company said.
EngInE DIsTrIBuTOrs InC.400 university CourtBlackwood, new Jersey 08012u.s.A.Tel: +1 (856) 228-7298Fax: +1 (856) 228-5531E-mail: [email protected]: www.edi-dist.comContacts: glenn Cummins Jr., sales and marketing; glenn Cummins III, engineering; Jaime Cummins, parts and servicePower Rangegaseous Fuel: 15 to 186 kWPetrol: 15 to 186 kW
FPT InDusTrIAL Via Puglia 1510156 TorinoITALYTel: +39 011 0072111Fax: +39 011 0074555E-mail: [email protected]: www.fptindustrial.comPower RangeDiesel: 15 to 770 kWgaseous Fuel: 100 to 213 kW
New EnginesFPT Industrial has added new mod-
els to its engine range and new tech-nology to its portfolio of solutions for on- and off-road vehicles and equip-ment, as well as in marine and power generation applications.
In the nEF engine family, which first entered production in 2000, the new generation n67 570 is de-signed to deliver high performance for marine pleasure craft, the com-pany said.
Launched in late 2012 and re-leased in April, the n67 570 is rated 419 kW while meeting the new EPA Tier 3 standards, FPT Industrial said. The six-cylinder, 6.7 L engine incorporates a second-generation electronically controlled common rail fuel injection system, supported by a new layout for lubrication and cool-ing, along with exhaust upgrades, the company said. The engine also offers a weight/power ratio of 1.55 kg/kW, a power/displacement ratio of 62.5 kW/L and a volume/power ratio of 1.79 L/kW, the company said, while reducing noise and vibration for bet-ter passenger comfort.
FPT Industrial’s power generation engines now feature g-Drive technol-ogy, which the company said was de-veloped to comply with the customers’ request to produce high performance from smaller capacities, especially in nonregulated applications. The power generation engines, which were re-vealed at the Middle East Electricity show earlier this year, offer power in-creases up to 20%, the company said. The nEF 4.5 L engine has been up-
graded from a maximum output of 98 to 120 kW, while the nEF 6.7 L diesel has been improved from 156 to 170 kW.
The Cursor series g-Drive 8.7 L engine now offers output in the same range as a 10.3 L model, FPT Industrial said. The 120 and 200 kW models lead their respective classes in power density, 11% above com-petitors’ engines, the company said.
The engine’s smaller dimensions also improve functionality as rental units or in space-constrained envi-ronments, the company said, while improving fuel economy, reducing op-erating costs and providing longer oil change intervals.
The g-Drive engines are available in multiple options in open or closed configurations, with subframes, gen-erators and control panels.
EmissionsFor both on- and off-road applica-
tions, FPT Industrial said nEF and Cursor engines now utilize High Effi-ciency selective Catalytic reduction (HI-esCr) aftertreatment systems, which are designed to reduce nOx by 95% in medium- and heavy-duty applications.
The latest innovation in FPT’s sCr development and six years of imple-mentation, HI-esCr has been utilized in over 350 000 engines and meets the upcoming Euro 6 and Tier 4 final regulations without the need for ex-haust gas recirculation (Egr), the company said. The technology also delivers improved fuel efficiency and reliability, reduced running costs and longer service intervals of up to 600 hours in compact packages, FPT In-dustrial said.
More information on this company’s products is available at GSGnet.net
grEAVEs FArYMAnn DIEsEL gMBHIndustriestrasse 1968623 LampertheimgErMAnYTel: +49 6206 507 0Fax: +49 6206 507 111
Diesel Progress international 28 JUne 2013
29th Annual Engine Technical Review
DPI620.indd 6 5/17/13 1:44 PM
SP ONSORED BY
2013 Engine Specs at
a Glance
GLOBAL – PRODUCTS • TECHNOLOGY • INDUSTRY NEWS
DIESEL PROGRESS iINTERNATIONAL
2013 DPI Engine Specs.indd 1 5/20/13 9:42 AM
DIESEL GASEOUS FUEL PETROL HEAVY FUEL OIL
AGCO Power
Anhui Quanchai Engine Co. Ltd.
Briggs & Stratton AG
Caterpillar
Changfa Group
Cummins Ltd.
Daihatsu DieselMfg. Co. Ltd.
Deutz AG
Dongfeng Chaoyang Diesel Co. Ltd.
Doosan Infracore Co. Ltd.
Engine Distributors Inc.
FPT Industrial
Greaves Farymann Diesel GmbHHangzhou Engine Co. Ltd.
Hino Motors Ltd.
Isuzu Motors Ltd.
Motorenfabrik Hatz GmbH & Co. KG
Isotta Fraschini Motori SpA
JCB Power Systems
Jiangsu Linhai Group
John Deere Power Systems
KEM Equipment
Kohler Engines/Lombardini
Kubota Corp.
KILOWATTS
15 to 186 kW
15 to 186 kW
128 to 451 kW
100 to 213 kW
3 to 160 kW
1 to 57.5 kW
31 to 559 kW
106 to 294 kW
38 to 304 kW
200 to 2750 kW
39 to 397 kW
4.9 to 12.5 kW
55 to 129 kW
18 to 43 kW
4.9 to 12.5 kW
31 to 179 kW
34 to 374 kW
5 to 85 kW
5 to 100 kW
1 to 29.8 kW
13.4 to 29.8 kW
20001900180017001600150014001300120011001000
900800700600500400300200
180
160
140
120
100806040200
40 to 370 kW
100 to 231 kW
4.1 to 26.1 kW
51 to 6765 kW
5.7 to 895 kW
71 to 6100 kW
1.5 to 44.7 kW
1.5 to 44.7 kW
25 to 520 kW
300 to 8100 kW
37 to 3135 kW
37 to 2014 kW
65 to 70 kW
15 to 770 kW
48 to 180 kW
37 to 824 kW
2013 EnginE SPECS-AT-A-gLAnCE
GLOBAL – PRODUCTS • TECHNOLOGY • INDUSTRY NEWS
DIESEL PROGRESS iINTERNATIONAL
Sponsored by
2013 DPI Engine Specs.indd 2 5/20/13 9:43 AM
DIESEL GASEOUS FUEL PETROL HEAVY FUEL OIL
Liebherr
Lister Petter Ltd.
Man Truck & Bus AG
Marinediesel
Mitsubishi Heavy Industries Ltd.
MTU Friedrichshafen GmbH
Navistar
Perkins Engine Co. Ltd.
Peugeot Citroën Motors
Power Solutions International Same Deutz-Fahr
Scania
Seatek SpA
Shanghai Diesel Engine Co. Ltd.
Tianjin Lovol Engines Co. Ltd.
Volvo Penta
Steyr Motors GmbH
Volkswagen AG
Weichai Group
Yanmar Co. Ltd.
YTO (Luoyang) Diesel Engine Ltd.
Yuchai Group
KILOWATTS
20 to 50 kW
15 to 500 kW
2.1 to 258 kW
26 to 150 kW
202 to 566 kW
48 to 913 kW
9 to 636 kW
440 to 1103 kW
119 to 223.7 kW
26 to 225 kW
26 to 202 kW
15 to 72 kW
30 to 156 kW
132 to 250 kW
15 to 75 kW
121 to 280 kW
149 to 283 kW
2.21 to 310 kW
3.1 to 279 kW
18 to 270 kW
8 to 2250 kW
20001900180017001600150014001300120011001000
900800700600500400300200
180
160
140
120
100806040200
160 to 750 kW
145 to 600 kW
5.3 to 20.5 kW
0.6 to 6.6 kW
110 to 1324 kW
120 to 2145 kW
10 to 50 kW
15 to 567 kW
26.8 to 447 kW
100 to 10 000 kW
4.7 to 15 400 kW
0.7 to 5750 kW
4 to 2000 kW
15 to 200 kW
20 to 50 kW
307 to 1000 kW
37 to 550 kW
331 to 3089 kW
GLOBAL – PRODUCTS • TECHNOLOGY • INDUSTRY NEWS
DIESEL PROGRESS iINTERNATIONAL
Sponsored by
2013 EnginE SPECS-AT-A-gLAnCE
2013 DPI Engine Specs.indd 3 5/20/13 9:43 AM
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continued on page 30
E-mail: [email protected]: www.farymann.deContact: Prasen Agali, managing directorPower RangeDiesel: 3 to 160 kW
New EnginesFarymann’s engine portfolio has
seen the addition of the 138, 206 and 412 series two-, three- and six-cylinder diesels, which complement the existing four-cylinder 275 series engines. The new engines have displacements of 2.25, 3.4 and 6.75 L and cover a power range of 20 to 166 kW.
With these latest additions, Fary-mann said it now delivers a complete range from single- to six-cylinder engines for generator sets, water pumps, construction machinery and military APU applications.
For its OEM customers in the telecommunication industry, Fary-mann has also launched its 43 se-ries engines with electronic gover-nors for variable speed operation ranging from 1500 to 3000 r/min. The company said that these en-gines allow the operators to realize fuel savings up to 30% based on the typical power demand patterns seen in telecom applications.
The company also reported a successful entry in the German market for combined heat and pow-er with its single-cylinder engines,
due to extended maintenance and operating life pack.
HANGZHOU ENGINE CO. LTD.No.699, Hong Tai Liu Lu, XiaoshanEconomic and Technological DevelopmentZone, Hangzhou 311232CHINATel: +86 571 88078868Fax: +86 571 880867768E-mail: [email protected]: www.haep.com.cnPower RangeDiesel: 106 to 294 kW
MOTORENFABRIK HATZ GMBH & CO. KGErnst-Hatz Strasse 1694099 Ruhstorf a.d. RottGERMANY
Tel: +49 (0) 8531 3190Fax: + 49 (0) 8531 319418E-mail: [email protected]: www.hatz.comContact: Ulrich Weh, director of marketing and salesPower RangeDiesel: 1 to 57.5 kW
New EnginesAt bauma 2013, Motorenfabrik
Hatz unveiled its new H-series wa-ter-cooled diesel engines. The first model in the new engine family, the 2.0 L, four-cylinder 4H50TIC, will be available in 2014, the com-pany said.
The 4H50TIC engine has a dis-placement of 1.951 L with a peak rat-ing of 56 kW at 2800 r/min. Maximum torque is 240 Nm, which is available at engine speeds as low as 1600 r/min., the company said.
The new engine incorporates a Bosch common rail fuel injection system that provides injection pres-sures up to 1800 bar. Along with an optimized combustion chamber geometry, this results in consider-ably reduced particulate matter emissions, Hatz said, enabling the engine to comply with EU Stage 3b and Tier 4 final emissions regula-tions without using a diesel particu-late filter (DPF).
According to Hatz, the diesel is also the most compact in its class with high-power density. The
Diesel Progress international 29 JUne 2013
29th Annual Engine Technical Review
The new 4H50TIC diesel with a top rating of 56 kW is the first of a new family of com-mon rail diesel engine by Mo-torenfabrik Hatz.
The new six-cylinder 412 diesel engine by Greaves Farymann Diesel offers ratings to 166 kW.
DPI620.indd 7 5/17/13 1:45 PM
29th Annual Engine Technical Review
Diesel Progress international 30 June 2013
Power RangeDiesel: 55 to 129 kW
New EnginesJCB Power Systems unveiled its
Tier 4 final engine strategy at bauma 2013 in Munich, meeting emissions regulations with a compact selec-tive catalytic reduction (SCR) sys-tem and building on the company’s existing JCB Ecomax Tier 4 interim model. JCB said it would recalibrate the Ecomax engine to achieve the reduced emissions requirement, re-sulting in a further 5% fuel saving over existing engines.
An SCR solution with a urea-based additive will be used on engines above 55 kW. A key feature, the company said, is that the SCR system will be incorpo-rated into a single-exhaust muffler, in many cases replacing the existing ex-haust and providing a “one can” solu-tion intended to deliver compact overall dimensions for machine designers.
Other significant benefits include up to a 5% fuel efficiency improvement; easy installation into existing machin-ery and the ability for JCB dealers to de-tier the engine for the used equip-ment market.
More information on this engine is available elsewhere in this issue.
Meanwhile, the JCB Ecomax en-gine power output range has been ex-tended both up and down and will be fitted into machines spanning the 55 to 129 kW range, including JCB back-hoe loaders, Loadall telescopic han-dlers, wheeled-loading shovels, the TM range of telescopic-boom wheeled loaders, JS excavators, rough-terrain forklifts and skid-steer loaders.
JCB also won a deal to supply its Tier 4 Ecomax engines to John-ston Sweepers in the U.K. Johnston Sweepers will predominantly be sup-plied with the 4.4 L, 55 kW Ecomax engine, which is Tier 4 final ready without SCR, the company said. The engines will be used to power a new range of truck-mounted sweepers.
More information on this company’s products is available at GSGnet.net
New EnginesIsotta Fraschini has introduced
a marine diesel engine with ratings from 1200 to 1350 kW at 1800 r/min for heavy-duty profile applications. The V 1712 C2 MLH engine is a 12-cylinder, vee configuration with a total displace-ment of 46.3 L (bore 170 mm x stroke 170 mm). It incorporates four valves per cylinder technology, a Bosch high- pressure, common rail fuel injection system, and a supercharging system as well as with turbochargers and tube-type raw water/charge air intercooling.
The engine cooling system is de-signed for fresh water or seawater with keel-cooled heat exchanger, the com-pany said.
More information on this company’s products is available at GSGnet.net
ISUZU MOTORS LTD.Industrial Power Train Dept4-3-1, Kamigo, Ebina-shiKanagawa 243-0434JAPANTel: +81 46 234 6219Website: www.isuzu.co.jpPower RangeDiesel: 39 to 397 kW
JCB POWER SYSTEMS1000 Park Avenue, Dove Valley ParkFoston, Derbyshire, DE65 5BXENGLANDTel: +44 (0) 1889 594022E-mail: [email protected]: www.jcbpowersystems.comContact: Robert Payne, OEM engine sales and applications manager.
Isotta Fraschini’s V 1712 C2 MLH marine diesel offers ratings from 1200 to 1350 kW.
4H50TIC diesel also offers fuel consumption of 795 L/kWh at its best point, according to Hatz’s of-ficial figures.
Finally, Hatz said the new engine allows for service intervals of 500 hours, mainly due to a maintenance-free hydraulic valve train adjustment and a 7.0 L oil sump.
Motorenfabrik Hatz has also re-vised its L and M series engines. The three- and four-cylinder ver-sions of both engines are avail-able with exhaust gas recirculation (EGR) and a separable DPF and ox-idation catalyst. The company said the exhaust aftertreatment — in-cluding the associated components such as the hydrocarbon (HC) evap-orator — can be mounted in various positions to fit the requirements of different applications.
Both engine series comply with Stage 3b and EPA Tier 4 final emis-sions regulations, Hatz said.
More information on this company’s products is available at GSGnet.net
HINO MOTORS LTD.3-1-1, Hinodai, Hino-shi, Tokyo191-8660JAPANTel: +81 42 586 5634Fax: +81 42 586 5086Website: www.hino-global.comPower RangeDiesel: 38 to 304 kW
ISOTTA FRASCHINI MOTORI SPAViale Francesco De Blasio (Zona Industriale)70123 BariITALYTel: +39 080 5345000Fax: +39 080 5311009E-mail: [email protected]: www.isottafraschini.itContact: Dario Deste, commercial managerPower RangeDiesel: 200 to 2750 kW
DPI620.indd 8 5/17/13 1:46 PM
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MAN EnginesA Division of MAN Truck & Bus
MAN has an impressive line-up of powerful high-speed diesel and gas engines fi nely tuned to the needs of just about every industry. You will fi nd MAN engines pulsing at the heart of agri-cultural and environmental equipment, construc-tion machinery, rail vehicles, power generators, yachts and commercial ships – to mention but a few. Built on a long and solid lineage of German engineering, MAN engines embody the vast expe-rience and insights gained from MAN’s industrial bus and truck lines. So put your business on the winning track, with the unbridled horsepower, economy and endurance of a pure-bred. Visit www.man-engines.com for more information.
PURE-BRED PERFORMANCE.FROM A LONG LINE OF WINNERS.
11335_1 203x130 motiv199_e.indd 1 08.04.13 11:02
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MAN EnginesA Division of MAN Truck & Bus
MAN has an impressive line-up of powerful high-speed diesel and gas engines fi nely tuned to the needs of just about every industry. You will fi nd MAN engines pulsing at the heart of agri-cultural and environmental equipment, construc-tion machinery, rail vehicles, power generators, yachts and commercial ships – to mention but a few. Built on a long and solid lineage of German engineering, MAN engines embody the vast expe-rience and insights gained from MAN’s industrial bus and truck lines. So put your business on the winning track, with the unbridled horsepower, economy and endurance of a pure-bred. Visit www.man-engines.com for more information.
PURE-BRED PERFORMANCE.FROM A LONG LINE OF WINNERS.
11335_1 203x130 motiv199_e.indd 1 08.04.13 11:02MAN_TruckNbus_May13_WW.indd 1 4/8/13 1:25 PM
JIANGSU LINHAI GROUP14 Taijiu Rd., TaizhouJiangsuCHINATel: +86 523 86551888Fax: +86 523 86551403E-mail: [email protected]: www.linhaimotor.comPower RangeDiesel: 4.9 to 12.5 kWPetrol: 4.9 to 12.5 kW
JOHN DEERE POWER SYSTEMSOrléans-Saran UnitLa Foulonnerie45401 Fleury les Aubrais CedexFRANCETel: +33 2 38 82 60 60Fax: +33 2 38 84 62 66E-mail: [email protected]: www.johndeere.comContacts: Patrick Thil, sales; Martin Ryley, marketingPower RangeDiesel: 31 to 559 kW
New Engines At bauma 2013, John Deere intro-
duced the PowerTech PWL 4.5 L en-gine, which is designed to meet EU Stage 4/EPA Tier 4 final emissions regulations without a diesel particu-late filter (DPF) and is the latest addi-tion to the John Deere lineup of Stage 4/Tier 4 off-highway diesel engines from 36 to 448 kW.
The PowerTech PWL 4.5 L engine, which offers ratings from 63 to 104 kW, is equipped with an Integrated Emissions Control system config-ured with selective catalytic reduction (SCR) and a diesel oxidation catalyst (DOC) that is integrated with cooled exhaust gas recirculation (EGR) tech-nology. The introduction of the Pow-erTech PWL 4.5 L engine continues John Deere’s planned “building block” approach to achieving emissions re-ductions and represents the third In-tegrated Emissions Control system configuration the company will offer for Stage 4/Tier 4 final.
For the 36 to 55 kW power range, John Deere will offer models us-ing an exhaust filter that contains a DOC/DPF without cooled EGR or SCR. Engine models in the 104 kW and above power range will feature an Integrated Emissions Control system consisting of cooled EGR, a DOC/DPF and SCR.
John Deere said all of its Inte-grated Emissions Control system configurations are specifically de-signed to meet the demands of off-highway applications. Systems with a DPF in the 37 to 55 kW and 104 kW and above power ranges pro-vide optimized performance and flu-id economy. The configuration with SCR is designed to meet emissions regulations while using low levels of diesel emissions fluid (DEF), ap-proximately 1 to 3% of diesel fuel consumption depending on the ap-plication. This allows the DEF tank to be smaller and DEF filter service
29th Annual Engine Technical Review
continued on page 32
DPI620.indd 9 5/17/13 1:46 PM
intervals can be extended, the com-pany said.
The Stage 4/Tier 4 final engines will continue to provide the same or higher levels of power density and torque along with transient response that meets or exceeds that offered with Interim Tier 4/Stage 3b engines, John Deere said.
For marine applications, John Deere recently introduced the Pow-erTech 4045AFM85 engine, its most powerful 4.5 L marine diesel engine, as part of a new lineup of PowerTech 4.5 L and 6.8 L propulsion and gen-erator drive engines. With ratings of up to 168 kW, the PowerTech 4.5 L 4045AFM85 engine is intended to serve as a more powerful and com-pact equivalent to the PowerTech 6.8 L 6068TFM75 propulsion and Pow-erTech 6.8L 6068TFM76 generator drive engines.
In addition to the PowerTech 4045AFM85 engine, John Deere has also added the PowerTech 4045TFM85 generator drive engine, which is engineered to offer quiet and smooth operation for gen-set applications. The 4.5 L 4045TFM85 engine has a prime power rating of 61 kW at 50 Hz and features a high-pressure common rail fuel sys-tem, two valves per cylinder and the choice of keel cooled or integrated heat exchanger options.
John Deere is also adding two new 6.8 L models to its lineup of marine en-gines — the PowerTech 6068AFM85 and PowerTech 6068SFM85 propul-sion and generator drive engines. Both engines will cover the power range previously covered by the PowerTech 6081AFM75 propulsion and generator drive engine, John Deere said. The Power Tech 6.8 L 6068AFM85 and 6068SFM85 en-gines will incorporate high-pressure, common rail fuel systems, four valves per cylinder and low-temperature af-tercoolers. The 6068AFM85 model will be available with keel-cooled or integrated heat exchanger options. The 6068SFM85 engine will be of-
fered with an integrated heat ex-changer configuration.
All of the new PowerTech 4.5 L and 6.8 L engines achieve compliance with International Maritime Organiza-tion (IMO) Tier 2 emissions regula-tions, EU Directive 97/68/EC and new United States Environmental Protec-tion Agency (EPA) Marine Tier 3 emis-sions standards.
For stationary engine applica-tions, John Deere offers an extensive lineup of standby and prime gen-set engines that it said meet emissions regulations while delivering quick starting, clean running and fuel effi-cient performance. The full lineup of John Deere generator drive engines ranges in displacement from 2.4 to 13.5 L and covers gen-set ratings from 36 to 563 kW. These engines include non-emissions certified, EU Stage 2/Stage 3a, EPA Tier 3 and Tier 4 interim and final models.
More information on this company’s products is available at GSGnet.net
KEM EQUIPMENT10800 SW Herman RoadTualatin, Oregon 97062U.S.A.Tel: +1 (503) 692-5012Fax: +1 (503) 692-1098E-mail: [email protected]: www.kemequipment.comContact: Ed Stevenson, sales and marketingPower RangeGaseous Fuel: 31 to 179 kWPetrol: 34 to 374 kW
More information on this company’s products is available at GSGnet.net
KOHLER ENGINES/LOMBARDINIU.S.A.444 Highland DriveKohler, Wisconsin 53044U.S.A.Tel: +1 (800) 544 2444Fax: +1 (920) 459 1570E-mail: [email protected]: www.kohlerengines.comContacts: Dave Ekvall, director of dis-
tribution – sales; Justin Blount, director of marketing
EuropeVia Cav. del Lavoro Adelmo Lombar-dini, 242124 Reggio EmiliaITALYTel: +39 0522 3891Fax: +39 0522 389 503E-mail: [email protected] Website: www.lombardini.itContacts: Enrico Traino, director of sales and service; Francesca Rubbi-ani, director of marketingPower RangeDiesel: 5 to 100 kWGaseous fuel: 13.4 to 29.8 kWPetrol: 1 to 29.8 kW
New EnginesTo meet increasing market demands,
Kohler Engines/Lombardini has been updating its range of air-cooled, single-cylinder diesel engines with advanced technical features to strengthen and improve the current 15LD engine se-ries. The new KD15-440 air-cooled single-cylinder engine has a displace-ment of 441 cc with a maximum output of 8.0 kW at 3600 r/min.
Along with providing strong perfor-mance, Kohler said that because of its specialized air filter and tank design, the KD15 offers extended mainte-nance intervals.
Kohler Engines has also devel-oped a propane-fueled version of its Command Pro engine primarily target-ing commercial zero-turn radius mow-ers. The Command PRO EFI propane engine incorporates the company’s closed loop electronic fuel injection (EFI) technology with the ability to operate us-ing either gaseous or liquid propane.
The new propane engine is now available as an option on Kohler’s entire Command Pro EFI commer-cial line, which includes more than a dozen engines ranging from 14 to 21.6 kW. The V-twin engines, avail-able in displacements of 694 and 747 cc and in horizontal and vertical shaft
Diesel Progress international 32 JUne 2013
29th Annual Engine Technical Review
continued on page 34
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29th Annual Engine Technical Review
configurations, incorporate a range of commercial-grade features including cast iron cylinder liners, dual element air cleaners, overhead valves and full pressure lubrication systems.
The propane engines incorporate a closed-loop electronic fuel injection (EFI) system, along with component materials engineered to withstand the specific characteristics of propane fuel. The EFI system incorporates an array of sensors that provide constant monitoring of the engine’s operating and load conditions. With that infor-mation, the system’s microproces-sor control is able to make continual adjustments to the air/fuel ratios and other critical operating parameters.
At bauma 2013, Kohler Engines/Lombardini exhibited its new family of KDI (Kohler Direct Injection engines) and announced that the largest 3.4 L version, which will offer outputs up to 100 kW at 2400 r/min, is in the final stages of development.
The KDI diesels, the first models of which were presented in 2012, will ul-timately consist of three models — 1.9 L, 2.5 L and 3.4 L — each available in mechanical and electronically con-trolled common rail configurations. The three-cylinder 1.9 L engine rated 42 kW at 2600 r/min and the four-cylinder 2.5 L offering 55.4 kW at 2600 r/min have both gone into production.
Engine TechnologyKohler Engines has introduced
gear-reduction options on its Com-mand Pro single-cylinder engines targeting rental applications. The gear-reduction options on the 5.2, 7.1 and 10.4 kW engines help pro-vide high power and torque with re-duced output speeds.
The Command Pro engines also offer what the company called the industry’s largest-capacity fuel tanks — 4.3 L on the 5.2 kW and 7.7 L on the 7.1 kW and 10.4 kW engines — that facilitates extended runtime, the company said. Command Pro en-gines are utilized on a wide range of commercial and industrial appli-cations, including concrete cutting saws, small concrete mixers, chip-per/shredders, rammers, portable generators, air compressors as well as outdoor power equipment.
More information on this company’s products is available at GSGnet.net
KUBOTA CORP.2-47 Shikitsuhigashi 1 chomeNaniwa-ku, Osaka 556-8601JAPANTel: +81 6 6648 2161Fax: +81 6 6648 3521E-mail: [email protected]: www.engine.kubota.co.jpContact: Engine Global Marketing Dept.Power RangeDiesel: 5 to 85 kWGaseous Fuel: 18 to 43 kW
More information on this company’s products is available at GSGnet.net
LIEBHERRDevelopment and ProductionLiebherr Machines Bulle SA45, Rue de l’Industrie, 1630 BulleSWITZERLANDTel: +41 26 91 33 111Fax: +41 26 91 33 485E-mail: [email protected]: www.liebherr.com/cp
Global Sales HeadquartersLiebherr-Components AGPostbox 2225415 Nussbaumen SWITZERLANDTel: +41 56 296 43 00Fax: +41 56 296 43 01E-mail: [email protected] RangeDiesel: 160 to 750 kWGaseous Fuel: 145 to 600 kW
New EnginesLiebherr has developed a new
generation of diesel engines comply-ing with EU Stage 4 and EPA Tier 4 final exhaust emissions regulations. To reach the necessary emissions and fuel consumption targets, Liebherr said it has redesigned its engines, resulting in a reduction of particulates below the regulatory requirements. A company-designed selective catalytic reduction (SCR) system then reduces NOx emis-sions effectively without a sacrifice in performance, Liebherr said.
Revisions to the engines included further optimization of the entire fuel combustion process, improvement in combustion chamber geometry, more efficient turbocharging and the optimi-zation of friction coefficients, the com-pany said.
Crucial for the reduction of exhaust emissions and fuel consumption was the development of a dedicated com-mon rail injection system and engine control unit. The high-pressure pump of the Liebherr common rail system can deliver up to 300 L of fuel per hour at a pressure of 2000 bar, while the IP 6k9k protection compliant engine control unit is designed to withstand demanding environments.
Diesel Progress international 34 JUne 2013
29th Annual Engine Technical Review
The new Kohler Diesel KD15-440 air-cooled, single-cylinder engine has an output of 8.0 kW.
DPI620.indd 11 5/17/13 1:51 PM
The components for the injection system are designed and produced in Bulle, Switzerland, and the control unit is manufactured in the Liebherr competence center for electronics in Lindau, Germany.
Liebherr supplies six different basic engines from 160 to 750 kW that comply with EU Stage 4/EPA Tier 4 final. The four- and six-cylinder inline engines, and the V8 and V12 are specifically designed for mobile off-road applications and suited for earthmoving and mining equipment, cranes, agricultural and special machinery.
In lesser-regulated markets or on equipment where ex-haust gas aftertreatment is not essential, Liebherr also of-fers the new engine generation in Stage 3a-compliant ver-sions. In all cases, the engines offer the same interfaces, thereby making replacement in the machinery setup easier, Liebherr said.
Technology Liebherr has added additional features to its gaseous-fu-
eled engines to offer a more complete system package. The engines now include as standard a coordinated turbocharg-er, a two-stage stainless-steel intercooler, throttle actuator, an ignition system specially developed for Liebherr, a gas mixer, an engine control unit and a knock control. The Li-ebherr gas engines have been designed for stationary use in combined heat and power plants and are also certified for use with biogas. Tests for other gas specifications are underway, the company said.
Liebherr’s gas engines are based on its diesel engine range and are available as four- and six-cylinder inline en-gines as well as eight- and 12-cylinder vee engines. Lieb-herr said they are extremely reliable and feature a mechani-cal efficiency of 41.5%.
LISTER PETTER LTD.Long Street, Dursley, Gloucestershire,GL11 4HSENGLANDTel: +44 1453 544141Fax: +44 1453 546732E-mail: [email protected]
Diesel Progress international 35 JUne 2013
29th Annual Engine Technical Review
The 12-cylinder vee-configuration diesel engine by Liebherr complies with Stage 4 emis-sions regulations using only SCR aftertreatment.
continued on page 36
8029 South 200th St.Kent, WA 98032 USA
+1 253 872 7050
1-800-452-0534 www.rottlermfg.com
Rottler Manufacturing is a global leader in precision machine tools for engine rebuilders and OEM remanufacturers.
Rottler’s advanced designs andequipment have met the most demanding engineering
needs since 1923.
Block/Frame Boring, Surfacing, Line Boring
and General CNC Machining
Rottler takes Multi-Purpose Machines to another level with the addition of a Vertical Lathe with Rotary Table for machining
of large round parts.
Rottler F100Machining Centers
Remanufacturing
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Website: www.lister-petter.co.ukContact: Mona Keft, marketingPower RangeDiesel: 2.1 to 258 kWGaseous Fuel: 5.3 to 20.5 kW
More information on this company’s products is available at GSGnet.net
LOMBARDINISee Kohler Engines/Lombardini
MAN TRUCK & BUS AGVogelweiherstrasse 3390441 NurembergGERMANYTel: +49 (0) 911 420 1745Fax: +49 (0) 911 420 1932E-mail: [email protected]: www.man-engines.comContact: Reiner Rössner, head of sales Power RangeDiesel: 110 to 1324 kWGaseous Fuel: 37 to 550 kW (natural gas)
New EnginesWith the D2868 LE421 and LE422
engines, MAN has introduced a fully classified marine diesel for medium- and heavy-duty operation incorporating common rail technol-ogy. In heavy-duty operation, the MAN D2868 LE421 marine diesel engine for applications requiring up to 100% full load over unlimited peri-ods of time, has an output of 441 kW at 1800 r/min.
By comparison with its predeces-sor, the D2868 LE422 expands the power range suitable for medium-duty operation with up to 3000 op-erating hours per year, of which 50% are at full load. The fully classified D2868 LE422 delivers 588 kW at 2100 r/min.
The six-cylinder E2676 LE202 gaseous fuel engine delivers an output of 220 kW at 1500 r/min and represents a new development for the company. MAN said that custom-ers in the power generation market could benefit from a sophisticated, robust base engine derived from the series production technology of the MAN diesel truck engine. The E2676 LE202 is a four-stroke, spark-ignited engine with six cylinders in line and a displacement of 12.4 L (126 mm bore x 166 mm stroke).
MAN said the E2676 LE202 engine offers a high degree of efficiency — more than 40% mechanically and more than 50% thermally, the com-pany said.
More information on this company’s products is available at GSGnet.net
MARINEDIESELMetallgatan 6S-26272 AngelholmSwedenTel: +46 431 449891 Fax: +46 43112638E-mail: [email protected] Website: www.marinediesel.nu or www.mdpt.seContact: Thomas Jakobsson, senior sales managerPower RangeDiesel: 15 to 567 kW Gaseous Fuel: 10 to 50 kW
EmissionsMarinediesel said it has completed
EPA Tier 3 commercial marine emis-sions certification for its entire range of VGT engines up to 373 kW. The VGT engines are based on the 6.6 L Duramax engine manufactured by General Motors. The engines are available in different configurations
and ratings from light to heavy duty, the company said.
The company is also introducing the MDE line, which is an inline six- cylinder 12 L engine that will be avail-able in ratings from 373 to 567 kW for marine propulsion applications.
Marinediesel’s nonmarine division MD Powertrain has an extensive range starting with a 1 L diesel up to the 12 L version. Other offerings in-clude engines for gaseous fuel and alternative fuels.
MITSUBISHI HEAVY INDUSTRIES LTD.General Machinery and Special Vehicles, Engine Division3000 Tana, Chuo-ku, Sagamihara City, Kanagawa, 252-5293 JAPANTel: +81 42 761 1124Fax: +81 42 761 5889E-mail: [email protected]: www.mhi-global.com/index.htmlContact: Tomohiro OhnoPower RangeDiesel: 4.7 to 15 400 kWGaseous Fuel: 0.7 to 5750 kWPetrol: 0.6 to 6.6 kW
Company NewsShanghai MHI Engine Co. Ltd., a
manufacturer and marketer of diesel
Diesel Progress international 36 JUne 2013
29th Annual Engine Technical Review
continued on page 38
With 220 kW power output, the six-cylinder gas engine E2676 LE202 by MAN — here on a test bench — is a complete new de-velopment from the basic well-proven MAN truck engine.
Marinediesel’s VGT engines are based on 6.6 L turbodiesel engines manufactured by General Motors.
DPI620.indd 13 5/17/13 1:53 PM
Our New Additions – Completing the Cummins Tier 4 Final Range.
Cummins welcomes two new engines to the extensive Tier 4 Final ultra-low emissions line-up. Completing the range of off-highway engines from 49 to 675 hp (37 to 503 kW), the QSF3.8 and QSM12 are engineered for performance and durability with the lowest possible emissions.
The QSF3.8 sees compact power redefined; with ratings from 85 to 132 hp (63-98 kW) for all types of compact construction and materials handling equipment, the QSF3.8 uses EGR combined with SCR aftertreatment from Cummins Emission Solutions. Reinventing heavy duty, the QSM12 with 335-512 hp (250-382 kW) is designed for purpose, with a unique approach to meeting Tier 4 Final operating without the use of EGR, using DPF-SCR only.
+44 1325 554829 [email protected]
www.tier4.info www.cumminsengines.com @cumminseurope
Perfect FitQSF3.8
QSM12
DieselProgressIndustrialAdvert_203x267.indd 1 29/04/2013 10:47Cummins.indd 1 4/29/13 11:38 AM
engines jointly established by Mit-subishi Heavy Industries Ltd. (MHI) and Shanghai Diesel Engine Co. Ltd. (SDEC) has commenced operation. The joint venture aims to establish a solid position in the Chinese market for industrial diesel engines by building up marketshare through more competi-tively priced products, MHI said.
Shanghai MHI Engine manufac-tures industrial diesel engines with outputs in the 500 to 1.6 MW range under a manufacturing and marketing license from MHI.
MHI has been seeking to build up its share in the expanding Chinese market, while SDEC has been look-ing to launch a full-scale entry into the market for industrial diesel engines with outputs above 500 kW.
More information on this company’s products is available at GSGnet.net
MTU FRIEDRICHSHAFEN GMBHMaybachplatz 188045 FriedrichshafenGERMANYTel: +49 7541 90 0Fax: + 49 7541 90 5000E-mail: [email protected]: www.mtu-online.comPower RangeDiesel: 100 to 10 000 kWGaseous fuel: 120 to 2145 kW
New EnginesTo meet the EU Stage 4 and EPA
Tier 4 final off-highway emissions
standards that take effect in 2014, the Tognum Group will offer the newly developed Series 1000, 1100, 1300 and 1500 diesel engines. These MTU-branded diesels deliver outputs from 100 to 460 kW and are designed to power agricultural, forestry machin-ery, construction as well as special-purpose machinery.
Based on the medium-heavy and heavy-duty OM 93x and OM 47x com-mercial vehicle engine families from Daimler AG, the engines are specially developed for off-highway applica-tions by MTU Friedrichshafen GmbH.
MTU said that with the Series 1000 to 1500, its customers benefit from fully developed technology. The over-all power density of the engines was increased, which makes them more compact than their predecessor en-gines and makes downsizing possible.
Even at low speeds, the engines of-fer high torque output, which is main-tained over a wide speed range, the company said. Further advantages of the new engine generation are a fa-vorable symmetrical weight distribu-tion and a power-to-weight ratio that MTU said is extremely low for the engine power class. This is achieved in part by the use of lighter materials, such as cast aluminum for gear cases and camshaft frames and plastic for the oil pan and cylinder head covers.
EmissionsSince the start of development, the
engine and exhaust gas aftertreat-ment have been regarded as an in-tegrated system. The complete pro-prietary development of the engine as well as aftertreatment software ensured that they could be adapted specifically to meet the stringent Stage 4/Tier 4 final regulations, the company said.
The basic idea during development of the aftertreatment system was to provide a robust space-optimized sys-tem. The result is the Advanced Com-bined Aftertreatment System (ACATS) that consists of a urea processing re-actor and an exhaust box combining
a selective catalytic reduction (SCR) system, ammonia blocking catalyst and silencer. Only four sensors are required to monitor the aftertreatment performance, the company said.
As the engine emissions of the Se-ries 1000 to 1500 are already low, components of Mercedes-Benz’s Euro 5 on-highway exhaust system, which have millions of kilometers of operat-ing experience, is used, the company said. An advantage for OEMs is they can use a matured system that does not require an additional diesel par-ticulate filter (DPF) and thus avoids active regeneration.
To optimize operating costs, MTU said different engine operating modes are used. The control unit selects the appropriate mode as a function of ambient conditions such as altitude and temperature, the temperature of the aftertreatment system and the engine operating status. If the engine and catalytic converter are in normal operation and parameters change, it results in a performance map con-trolled adaptation of normal operation. In transient operating status, an ad-ditional parameter (smoke) is added. The control is also adapted if, for ex-ample, rapid SCR heating is required after engine start. Corresponding per-formance maps are saved for each individual operating mode.
Company NewsSince mid-March, Tognum AG has
been a wholly owned subsidiary of Engine Holding GmbH, a joint ven-ture of Daimler AG and Rolls-Royce Group plc.
MTU is the brand name under which the Tognum Group markets engines and propulsion systems for ships, heavy land, rail and defense ve-hicles and for the oil and gas industry.
More information on this company’s products is available at GSGnet.net
NAVISTAR2701 Navistar DriveLisle, Illinois 60532 U.S.A.
Diesel Progress international 38 JUne 2013
29th Annual Engine Technical Review
MTU’s new generation Series 1500 six- cylinder inline diesel engine.
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Tel: +1 (331) 332-3126Website: www.navistar.comContacts: Troy Clarke, chief executive officer; Jack Allen, chief operating officerPower RangeDiesel: 26.8 to 447 kW
Engine News Navistar began its transition to selective catalytic reduc-
tion (SCR) engines in its Class 8 vehicle products in De-cember, with production of the ProStar with the Cummins ISX 15 L engine. Its ProStar with proprietary 13 L engine with SCR began shipping in April. The transition will contin-ue throughout 2013 and 2014 across all engine and vehicle product lines.
The company also expanded its 13 L to include 272, 276 and 290 kW ratings previously available in the 11 L. Those ratings will be available as part of the 13 L transition to SCR later this summer. Due to low historical volumes, the 11 L engine’s 246 kW rating has been eliminated.
In September, Navistar made the decision to suspend production of the MaxxForce 15 as part of its disciplined Return On Invested Capital approach to evaluating non-core businesses and product programs for potential sale, closing or fixing. The company now offers the Cum-mins ISX 15 L for the ProStar, 9900 and PayStar 5900 Set-Back-Axle vehicles.
Corporate DevelopmentsEarly in the year, under Interim CEO Lewis B. Campbell,
Navistar transitioned to its Return On Invested Capital ap-proach and intensified its focus on its core North American businesses. The company said its priorities for 2013 included improving quality, hitting its truck and engine launch dates and delivering on its 2013 “Drive to Deliver” turnaround plan.
In April, then Chief Operating Officer Troy Clarke became Navistar’s chief executive officer replacing Campbell. Jack Allen was promoted from president, North America Truck and Parts to chief operating officer the following day.
During fiscal year 2013, the company has adjusted its manufacturing footprint with the closure of its vehicle facility in Garland, Texas, U.S.A. In addition, Navistar completed the sale of its stake in its truck and engine joint venture with Mahindra and Mahindra of India, subleased approximately 25% of its Alabama facility to FreightCar America and sold its Workhorse Custom Chassis business.
In April, MWM International Motores, Navistar’s Brazilian-headquartered en gine manufacturing subsidiary, achieved a manufacturing milestone with the production of its 4 mil-lionth engine.
The company, which is also marking its 60th anniversary of engine manufacturing this year, said it had the best Janu-ary in its history with 10 697 and expects its 2013 volume
Diesel Progress international 39 JUne 2013
29th Annual Engine Technical Review
continued on page 40
[email protected], tel: +420 483 363 642www.tedomengines.com
Power range: 80 - 210 kW
Fuels: NG, Biogas, LPG, Diesel, Biodiesel and others
ENGINES AND GENERATOR SETS
Reliable heart for yourcogeneration unit
Tedom.indd 1 2/19/13 10:53 AMTurbo chargerPiston
Valve
Flywheel
ConrodCrankshaft
Eschenwasen 20 · 78549 SpaichingenTel. 07424-9329-0 · Fax [email protected] · www.sensortelemetrie.de
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to reach 140 000 engines, a 25% in-crease over last year.
MWM is active is exporting en-gines to other regions in and out-side of Latin America. It has a part-nership with Daewoo Bus in South Korea for the supply of MaxxForce 3.2H engines meeting Euro 3, Euro 4 and Euro 5 emissions regulations. In Turkey, MWM MaxxForce 3.2H, Euro 5 and the MaxxForce 3.0H Euro 3 engines are being used in Otokar buses sold in Europe, North Africa and Middle East.
PERKINS ENGINE CO. LTD.Frank Perkins Way, EastfieldPeterborough, PE1 5FQENGLANDTel: +44 1733 583000E-mail:[email protected]: www.perkins.comContact: Trevor ToulsonPower RangeDiesel: 4 to 2000 kWGaseous Fuel: 307 to 1000 kW
The Perkins 1106D-E70TA diesel primarily targets machine manufacturers in less-reg-ulated markets.
New EnginesPerkins has introduced a number
of engines for both highly and lesser-regulated territories. In Europe and North America the company launched its range of four- and six-cylinder EU Stage 4/EPA Tier 4 final diesel engines, while for lesser-regulated markets the electronically controlled
Diesel Progress international 40 JUne 2013
29th Annual Engine Technical Review
Stage 3a/Tier 3 Perkins 1106D-E70TA engine made its debut.
Designed to meet Stage 4/Tier 4 final emissions standards, the 1200 Series also offers a number of bene-fits for OEMs, said Perkins. For OEMs wanting a lot of torque at low speed, the single turbo Perkins 1206F-E70TA is a 7.0 L, six-cylinder unit capable of producing up to 151 kW at 2200 r/min with maximum torque of 870 Nm at 1400 r/min.
The twin turbo 1206F-E70TTA, which delivers 225 kW, gives OEMs who may previously have chosen a larger displacement engine, the choice of the same power from a smaller en-gine package, Perkins said. Its twin turbochargers — one small, one large — are mounted in series.
In developing the new range, Per-kins said it sought to minimize the impact of the aftertreatment required to meet Stage 4/Tier 4 final require-ments, in particular the significant reduction in NOx. It has achieved this through packaging the diesel oxidation catalyst/diesel particulate filter (DOC/DPF) canister and the selective catalytic reduction (SCR) system into one integrated module, which can be positioned remotely in a machine chassis or directly on top of the engine.
Perkins said the lightweight yet compact dimensioned aftertreatment module is intended to minimize space claim in the engine bay and incorpo-rates a number of features to ease in-stallation. These include flexible inlet and outlet options, preinstalled elec-tronics and diesel exhaust fluid (DEF) line hookups.
On site, Perkins said the 1206F de-livers an estimated 5% better cycle fluid consumption over previous mod-els — that incorporates the diesel and the DEF necessary for the SCR technology — allowing the end user to get more done, faster and with lower operating cost.
The four-cylinder 1204F, 4.4 L, af-tercooled engine is offered in two ver-sions. The single turbo aftercooled
1204F-E44TA produces 110 kW, de-livering improved fuel economy while offering great power and torque, ac-cording to Perkins. The twin turbo, af-tercooled model, the 1204F-E44TTA, has ratings up to 130 kW.
Both 1204F models use aftertreat-ment comprising DOC/SCR mod-ules. This compact solution not only achieves the significant reduction of NOx as required by the legislation, it also removes the need for any regen-eration strategy for soot because the formulation of particulate emissions is prevented in the combustion process, Perkins said.
The introduction of the Stage 3a/Tier 3 Perkins 1106D-E70TA engine enables OEMs in lesser-regulated markets to exploit their machine rang-es both domestically and overseas. The 7.0 L, six-cylinder model features high-pressure common rail fuel injec-tion, has a single stage turbocharger and is air-to-air charge cooled. It can produce up to 205 kW at 2200 r/min with a maximum torque figure of 1050 Nm at 1400 r/min.
The 1100 Series has a clear prod-uct strategy, and its common platform means OEMs will be able to easily adapt to any future domestic emissions standards. It will offer ease of change-over from one emissions level to an-other, meaning no costly redesign, reengineering, or retooling of machine dependent on its ultimate destination and engine choice, Perkins added.
PEUGEOT CITROËN MOTORS37, rue Noël Pons92000 Nanterre FRANCETel: +33 1 46 49 49 72 Fax: +33 1 46 49 49 62E-mail: [email protected]: www.peugeot-citroen-moteurs.frContact: Jean-Marc Bonnet, industrial sales managerPower RangeDiesel: 20 to 50 kWPetrol: 20 to 50 kW
DPI620.indd 16 5/17/13 1:54 PM
New EnginesPeugeot Citroën Moteurs (PCM) said it is developing a
new 1.2 L petrol engine for off-road applications. The EB-2NR is a three-cylinder engine that offers a breakthrough in terms of fuel consumption and CO2 emissions, while offer-ing a good level of performance, compactness and weight optimization, PCM said. The engine is naturally aspirated with a power output of about 25 kW.
According to PCM, the EB2NR engine represents an alter-native to diesel engines for light industrial applications such as commercial mowers and sweepers that have to comply with EPA Tier 4 final emissions regulations above 19 kW.
In addition to the EB2NR petrol engine, PCM offers the DV6NR diesel, a 1.6 L common rail engine rated 36 kW, that the company said complies with Tier 4 final without a diesel particulate filter (DPF).
POWER SOLuTIONS INTERNATIONAL 55 Wheat LaneWood Dale, Illinois 60191u.S.A.Tel: +1 (630) 350-9400Fax: +1 (630) 350-9900E-mail: [email protected] Website: www.psiengines.comContact: Jeremy Lessaris, director of marketingPower RangeGaseous Fuel: 15 to 500 kWPetrol: 15 to 200 kW
EmissionsPower Solutions International announced success-
ful results for its Tier 4 diesel engine replacement pro-gram with Hyundai Heavy Industries Co. Ltd. PSI sup-plies Hyundai with 4.3 L liquid propane engines for its 7A series 60/70L LPG forklift trucks, supporting production at Hyundai’s manufacturing facility in ulsan, South Ko-rea. The PSI 4.3 L engine delivers 88 kW and 325 Nm of torque at 2600 r/min when running on liquid propane fuel, the company said.
PSI also announced EPA and CARB certification for its 2.0 and 4.0 L its spark-ignited industrial engines. Both en-gines meet the CARB/EPA standards for off-road, large spark-ignited (LSI) engines for mobile applications running on propane and natural gas. The four-cylinder engines in-corporate a number of specific features for operation on gaseous fuel, including cast-iron blocks, premium valve seat inserts designed to extend the valvetrain life to well beyond 10 000 hours and premium camshaft and balance shaft belts that extend the service interval to 5000 hours on these components. The company said it has also leveraged advanced fuel systems and controls to further enhance the engines’ overall operation and durability.
Diesel Progress international
29th Annual Engine Technical Review
continued on page 42
see directlink @ www.dieselPrOGress.cOm
MannHummel.indd 1 5/1/13 1:43 PM
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Company NewsIn late 2012, PSI announced a
China-based joint venture with global manufacturer MAT Holdings Inc. de-signed to allow the companies to sup-port PSI’s existing customers in Asia and better serve that region’s growing market for natural gas-, propane- and petrol-fueled engines.
The joint venture will draw on relationships that both companies have already established in the re-gion. PSI sells a large number of engines to customers based in Asia and the MAT family of companies manufactures in multiple worldwide locations including China, Vietnam, and India. The joint venture will utilize MAT’s extensive network of Asian vendors and contacts to es-tablish a Chinese business based on PSI’s engine lineup.
PSI currently supplies engines to Chinese forklift manufacturers and other material-handling equipment manufacturers from its U.S. base. MAT and its subsidiaries utilize global manufacturing and logistics to supply high-quality products in three main areas, including auto-motive hard parts, power equip-ment, and hardware.
The joint venture will begin by sup-plying 2.0 liter and 2.4 L engines to PSI’s material-handling customers based in China. The ultimate plan for the new company is to supply throughout Asia alternative fuel en-gines and power systems suited to a wide variety of applications.
PSI is the manufacturer of record for GM and Doosan industrialized engines.
SAME DEUTZ-FAHRViale F. Cassani 1524047 TreviglioITALYTel: +39 0363 4211Fax: +39 0363 421638E-mail: [email protected]: www.samedeutz-fahr.comPower RangeDiesel: 26 to 150 kW
New EnginesSame Deutz-Fahr has launched a
new series of diesel engines comply-ing with EU Stage 3b and Stage 4 emissions regulations without a die-sel particulate filter. The three- four- and six-cylinder Farmotion engines will cover a range of 75 to 150 kW power output.
More information on these engines is available elsewhere in this issue.
Company NewsSame Deutz-Fahr sold more than 22
million shares in Deutz AG to AB Vol-vo, for a value of approximately €130 million. Same Deutz-Fahr still holds approximately 8.4% shares in Deutz.
SCANIAFranchise and Factory SalesScania EnginesSE-151 87 SÖDERTÄLJESWEDENTel: +46 8 5538 1000Fax: +46 8 5538 3401E-mail: [email protected]: www.scania.comContacts: Lars Eklund, sales director (marine and power generation); An-ders Liss, sales director (industrial)Power RangeDiesel: 202 to 566 kW
New EnginesContinuing the development of Sca-
nia’s new global engine platform is the latest 16 L marine V8 diesel that delivers up to 745 kW and 3340 Nm
for patrol craft applications. The new V8 shares technology and overall ar-chitecture with the company’s truck and bus engines and its high power-to-weight ratio helps make for easy installation and exceptional perfor-mance, according to the company.
The output of the new 16 L marine engines spans from 410 kW for con-tinuous use to 745 kW for patrol craft use. Ratings for planing and displace-ment vessels are available.
The new range has been designed for higher strength and durability, Sca-nia said. Swept volumes have been in-creased and components are shared across the range, a factor that facili-tates simplified parts supply, since it significantly reduces the number of unique parts used for each engine.
Scania’s marine engines cover an output range of 294 to 736 kW.
EmissionsScania said its range of industrial
engines is ready for EU Stage 4 and EPA Tier 4 final emissions regula-tions. Through use of exhaust gas recirculation (EGR) and selective catalytic reduction (SCR) technol-ogy, no diesel particulate filter (DPF) is required, meaning that engine installations will be unaffected, the company said.
Versions are also available that meet other emission levels, including Stages 2 and 3a, said Scania.
More information on this company’s products is available at GSGnet.net
Diesel Progress international 42 JUne 2013
29th Annual Engine Technical Review
Scania’s new 16 L marine diesels are rated from 410 kW for continuous use to 745 kW for patrol craft use.
DPI620.indd 18 5/17/13 1:57 PM
SEATEK SPAVia Provinciale, 7123841 Annone Brianza (LC)ITALYTel: +39 0341 579335Fax: +39 0341 579317E-mail: [email protected] Website: www.seatek-spa.comContact: Matteo F. Radaelli, international salesPower RangeDiesel: 440 to 1103 kW
Engine NewsSeatek has reported a successful
introduction in military applications for its 12-cylinder, vee-configuration ma-rine diesel engine. The engine offers a rated power of 1103 kW at 2800 r/min in its mechanical version.
SHANGHAI DIESEL ENGINECO. LTD.4F, Pengpu Mansion, NO3201Gonghexin Rd., Shanghai 200072CHINATel: +86 21 5596 5488 820Fax: +86 21 6560 8826E-mail: [email protected]; [email protected]: www.sdeciepower.comPower RangeDiesel: 48 to 913 kWGaseous Fuel: 119 to 223.7 kW
STEYR MOTORS GMBHIm Stadtgut B14407 SteyrAUSTRIATel: +43 7252 222 0Fax: +43 7252 222 19E-mail: [email protected]: www.steyr-motors.comContact: Michael Hauenschild, head of project departmentPower RangeDiesel: 26 to 225 kW
New EnginesAs an addition to its existing diesel
engine family, Steyr said a new four-cylinder engine rated 110 kW is in the final stages of testing. The new
engine incorporates a mass balanc-ing system to reduce vibration and noise, as well as improvements in the monoblock design and the layout of the combustion system. As a re-sult, the new engine will be capable of meeting Euro 5 emissions regula-tions and will work as a basis to meet upcoming Euro 6 requirements as well, the company said.
Steyr Motors has also developed a new two-cylinder monoblock engine with the integrated mass balancing system. The 26 kW engine is being developed in a version with a high-pressure unit injector and in a ver-sion with a common rail fuel injection system. Steyr said the two-cylinder horizontal parallel twin diesel engine is a unique design supporting the most compact and lightweight DC permanent magnet generator avail-able. The compact engine features direct injection, turbocharging, the mass balancing system for smooth operation and an optional integrated intercooler. The engine can be in-stalled horizontally or vertically and can be adapted for multiple purpos-es such as for propulsion, as range extender, as auxiliary power unit or in a generator set.
The new SE six-cylinder series that replaces the former MO six- cylinder line is based on the rein-forced monoblock design for a robust and durable operation under highest load conditions, the company said. The monoblock received redesigned intake channels, which together with the upgraded high-pressure multifuel unit injector resulted in significant improvements in efficiency — up to 30% in some models and load condi-tions, the company said.
The overall packaging dimensions have also been reduced for the ben-efit of sport/pleasure boats and light workboats. The cooling system has also been improved with a thermostat-controlled oil cooler and a complete redesign of exhaust manifold and heat exchanger. Steyr Motors said the development resulted in significant re-
duction of oil consumption, a shorter warmup period and elimination of white smoke.
The new SE-series meets all the current and near future exhaust emis-sions requirements such as EPA Tier 3, RCD, BSO 2, IMO NOX.
Company NewsThe slowing European markets
and the increasing price sensitivity in the engine markets led Steyr Mo-tors to investigate further business opportunities and new markets. In September 2012, Steyr Motors found a strategic partner in the Phoenix Tree HSC Investment (Wuhan) Co. Ltd. (PTC). The Asian investor with its strong connections to the Chinese in-dustry is the door opener to the East that Steyr Motors was looking for, the company said.
The company’s location in Steyr, Austria, is being strengthened by new employees, especially in the areas of engine and injection development, project management and strategic purchasing, as well as through ad-ditional financial resources that will make it the global R&D headquarters of the diesel engine group.
PTC plans to inject R&D invest-ment funds and low-cost qual-ity components into Steyr Motors, to gradually extend its existing R&D and production capabilities in Steyr. The aim is to safeguard the company’s
Diesel Progress international 43 JUne 2013
29th Annual Engine Technical Review
The new six-cylinder SE marine diesel en-gine from Steyr Motors.
continued on page 44
DPI620.indd 19 5/17/13 1:57 PM
29th Annual Engine Technical Review
Diesel Progress international 44 JUne 2013
EmissionsIn 2011, Volvo Penta was one of
the first diesel engine manufacturers to receive EU Stage 3b and EPA Tier 4 interim certificates for its entire en-gine lineup. Last year, the same en-gines were also certified for mining by MSHA and CANMET.
Volvo Penta has received MSHA as well as CANMET-MMSL certification for its 13 L interim Tier 4 diesel engines. The 13 L is the first engine to receive the certification, with more anticipat-ed. The TAD1360/61/62/63/64/65VE-series of diesel engines offers ventila-tion rates that are among the lowest in the industry for the given power cat-egory, the company added.
On the marine side, Volvo Penta said its D4/D6 series diesels are now compliant with Tier 3 marine diesel regulations. Since their intro-duction to the market in 2003, the D4/D6 engines have undergone a wide range of upgrades, updates and improvements, which have in-cluded a new piston design and new engine control software that has resulted in an optimized com-bustion strategy. The engines have also been fitted with a temperature sensor with an alarm function for the loss of cooling water.
Company NewsIn 2012, Volvo Penta and Sand-
vik Mining and Construction AB signed a cooperation agreement to enhance the long-term competitive-ness of Sandvik’s products. Sandvik has introduced Volvo Penta engines
E-mail: [email protected]: www.volvopenta.comContact: Åke Edman, director public relationsPower RangeDiesel: 9 to 636 kWPetrol: 149 to 283 kW
New EnginesThe new Volvo Penta engine range
for off-road applications consists of five basic engines with displace-ments from 5 to 16 L. Using selective catalytic reduction technology, the company said it has been possible to meet new emissions standards with only a limited number of technical changes. Here, the component com-monality of the engines is particu-larly valuable to OEMs who include several engine sizes in their product applications, Volvo Penta added. All engines in the range will be ready for delivery in 2014.
The D5 VE, a 5.0 L, four-cylinder engine rated 105 to 160 kW with a maximum torque of 900 Nm, is a com-pletely new Volvo Penta design. Also new is the D8 VE diesel, an 8.0 L, six-cylinder engine rated 160 to 235 kW with a maximum torque of 1300 Nm.
The D11 VE is a new 11 L, six-cylinder engine rated 235 to 285 kW engine with a peak torque of 1950 Nm, while the D13 VE is a 13 L, six-cylinder, diesel rated 285 to 405 kW with a maximum torque of 2650 Nm.
The most powerful engine in the new range is the D16 VE, a 16 L, six-cylinder diesel rated 405 to 565 kW with a maximum torque of 3200 Nm.
current market position as a high-end specialist and in parallel to grow it into a significant diesel engine manu-facturer in the mass markets.
More information on this company’s products is available at GSGnet.net
TIANJIN LOVOL ENGINES CO. LTD.Jinwei Rd., Beichem District, Tianjin300402CHINATel: +86 22 26992255Fax: +86 22 26993784E-mail: [email protected]: www.lovolengines.comPower RangeDiesel: 26 to 202 kWGaseous Fuel: 30 to 156 kW
New EnginesTianjin Lovol has developed a new
series of generator drive engines. The 1000 series G-drive engines are 5.98 L turbocharged and intercooled diesels that incorporate four valves per cylinder and are available in a range of 130 to 174 kW.
VOLKSWAGEN AGPower Systems SalesLetter Box 011/796138436 WolfsburgGERMANYTel: +49 5361 940520Fax: +49 5361 935665E-mail: [email protected]: www.volkswagen-powersystems.comContact: Stephen DieckmannPower RangeDiesel: 15 to 75 kWGaseous Fuel: 15 to 72 kW
More information on this company’s products is available at GSGnet.net
VOLVO PENTAGropegardsgatan SE40508, GothenburgSWEDENTel: +46 3123 5460Fax: +46 31508187
Volvo Penta has devel-oped a new range of off-road diesel engines that include the D5 VE (left) and the D13 VE.
DPI620.indd 20 5/17/13 1:58 PM
29th Annual Engine Technical Review
Diesel Progress international 45 JUne 2013
current emission standards. These include the 3TNV88C/3TNV86CT (DI), 4TNV88C/4TNV86CT (DI) and 4TNV98C/4TNV98CT (DI) engines.
YTO (LUOYANG) DIESEL ENGINE LTD.Luoyang City, Henan Province 471004CHINATel: +86 379 64245033Fax: +86 379 64245035Website: www.cyj.ytogroup.comPower RangeDiesel: 18 to 270 kW
YUCHAI GROUP1 Yuchai Main Rd., Yulin City, GuangxiProvince 537005CHINATel: +86 775 3289000Fax: +86 775 3289856E-mail: [email protected]: www.yuchai.comPower RangeDiesel: 2.21 to 310 kWGaseous Fuel: 132 to 250 kW
New EnginesTo meet more rigorous emis-
sions regulations in China, Yuchai has launched its National 5 gas en-gines and five National 4 diesel en-gines. The seven National 5 gas en-gines — the YC4DN-50, YC4GN-50, YC6JN-50, YC6GN-50, YC6LN-50, YC6MKN-50 and YC6KN-50 — cover a power range of 88 to 323 kW and offer displacements from 4 to 13 L. Applications for these engines include coaches, trucks, buses, port tractors and dump trucks.
The five National 4 diesel engines represent Yuchai’s light- and medi-um-duty vehicle engines. They are the two-valve YC6J-46 and YC6A-46 diesels; the YC4S-48 diesel engine, which the company said is specific to common rail high-end highway vehi-cles with exhaust aftertreatment; and the YC4EG-40 and YC6A-45 com-mon rail diesel engines. These new products are applicable to trucks, dump trucks, highway vehicles, bus-es and coaches. dpi
Marine Propulsion & Auxiliary DieselEngine – Large Power ProductsOperations DivisionTel: +81 3 3275 4909Fax: +81 3 3275 4969
Marine Pleasure Boat Use - Commercial/Work Boat Use - DieselEngine Marine Operations DivisionTel: +81 6 7711 6405Fax: +81 6 6428 3171Website: www.yanmar.co.jp/enPower RangeDiesel: 3.1 to 279 kWHeavy Fuel Oil: 331 to 3089 kW
New EnginesYanmar unveiled new, water-cooled
EPA Tier 4-compliant diesel engines and said it is the first manufacturer to be certified by the California Air Resources Board (CARB) for diesel engines in the 19 to 56 kW range in compliance with Tier 4 standards.
Yanmar uses a DPF with active re-generation, which the company said helps to achieve low lube oil dilution by fuel oil and lower fuel consumption overall compared with other systems offered. The reduction of lubrication oil consumption also leads to extend-ed DPF durability and longer mainte-nance intervals, the company said.
Yanmar unveiled the engines at bauma 2103, including the 3TNV80F, 4TNV88C, 4TNV86CT and 4TNV98C engines, which offer maximum rated outputs of 17.8 kW at 3000 r/min, 35.5 kW at 3000 r/min, 44 kW at 3000 r/min and 51.7 kW at 2500 r/min, respectively.
The full CARB range, based mainly on the Yanmar TNV series, comprises three- and four-cylinder diesels with mostly indirect injection (IDI) up to 19 kW and direct injection (DI) from 19 kW to 56 kW. New engines with an output below 19 kW are the 3TNM74F (IDI), 3TNV74F (IDI), 3TNV80F (IDI) and 3TNV88F (DI).
Yanmar said the first three offer 100% installation changeability with existing engines. The current range with outputs between 19 and 56 kW, have been modified to meet the
in several models from its product lines for crushers, drilling rigs, load-ers and haulers.
Volvo Penta said it would supply en-gines for a number of Rosenbauer air-port firefighting vehicles. This entails a strengthening of the Volvo Group’s cooperation with Rosenbauer, which builds conventional fire trucks using a chassis from Volvo Trucks. The new agreement applies to the delivery of more than 100 Volvo Penta 16 L die-sel engines per year. They will be fit-ted into specially built, rapid-deploy-ment vehicles.
WEICHAI GROUP26 Minsheng Rd., Weifang CityShandong ProvinceCHINATel: +86 536 8197777Fax: +86 536 8231074E-mail: [email protected]: www.weichai.comPower RangeDiesel: 8 to 2250 kWGaseous Fuel: 121 to 280 kW
Company NewsShandong Heavy, which makes
construction machinery, power sys-tems, commercial vehicles and auto parts and is the parent company of diesel engine maker Weichai Power Co. Ltd., took a 75% stake in Italian yacht maker Ferretti Group.
Shandong Heavy will seek a sepa-rate listing for Ferretti in Hong Kong in three to five years, it is understood. The deal offers the opportunity for Ferretti to better tap into the global yacht industry and meet the growing Chinese demand for luxury goods for the coming five to 10 years.
YANMAR CO. LTD.Tsuruno cho 1-9 Umeda Gate Tower530-8311 OSAKAJAPAN
Industrial Diesel Engine – PowerSystem Operations DivisionTel: +81 6 6376 6411Fax: +81 6 6377 1243
DPI620.indd 21 5/17/13 1:58 PM
By DaviD PhilliPsRoads in India can be divided into
three main categories — the national highways, state and district roads and rural roads. The National Highways Authority of India (NHAI) is respon-sible for the development, mainte-nance and management of national highways. The status of the National Highway Development Project (NHDP) and other projects under implementation in different phases is given in an accompanying table.
Road development under the Special Accelerated Road Development Program for North-East (SARDP-NE) has two phases. In Phase A, improve-ments to about 4099 km (2041 km of national highways and 2058 km of state roads) are planned, but only about 892 km (21.8%) had been com-pleted by March 2012. The remaining length is expected to be completed by March 2015.
Under Phase B of the program, 3723 km (1285 km of national high-ways and 2438 km of state roads) have been approved for detailed proj-ect report (DPR) preparation; DPRs for about 450 km have been completed.
The 12th Five Year Plan will also aim to develop non-NHDP roads (those not covered under the NHDP but which have been taken up by NHAI). It is proposed that 19,200 km of roads will be taken up for conver-sion into two-lane roads. In addi-tion, other work such as strength-ening, improvement of ride quality and the construction of bridges will be undertaken.
The development of roads in Left
Wing Extremism (LWE) affected areas encompassing 34 districts in eight states will continue in the 12th
Five Year Plan and it is expected that 4426 km of work will be completed by March 2015. Apart from this, another 9615 km are planned to be completed by March 2017.
The 12th Plan envisages the devel-opment of a total of 10 000 km of national highways, 158 000 km of new rural roads and upgrades 84 181 km of existing roads.
These plans should significantly impact demand for machines most commonly used for road building.
Here is a quick glance at several of the key machine segments.
Asphalt Finishers: Sales for these machines peaked at 925 units in 2007 with the implementation of many rural road programs, but since then have shown a declining trend following a slowdown in the execution of road projects. The salient characteristic of the market is the ratio of sales in favor of wheeled machines, which remained at around 94% in 2012. Smaller finish-ers up to 5.5 m paving width have been widely used for all types of roads for logistical reasons and accounted for 90% of the total finisher market in 2012.
David Phillips is managing director of Off- Highway Research, a London-based manage-ment consultancy that specializes in the re-search and analysis of international construc-tion equipment markets. Phone: (44) 020 7404 1128; E-mail: [email protected]
Diesel Progress international 46 June 2013
Faster Lane ahead For road buiLding in india
gloBaltrends
India National Highway Development Projects
(km As Of December 2012)
Total
PlannedCompleted
Under
Implementation
Yet To Be
Awarded
GQ Phase I 5846 5846 - -
NS-EW Corridor
Phase I and II 7142 6053 722 367
NHDP Phase III 12 109 4602 5734 1773
NHDP Phase IV 20 000 62 4300 15 638
NHDP Phase V 6500 1276 2804 2420
NHDP Phase VI 1000 - - 1000
NHDP Phase VII 700 19 22 659
SARDP-NE 388 49 63 276
Port Connectivity 380 368 12 -
NH34 5.5 - 5.5 -
Others 1390 964 406 20
Total 55 460.50 19 239 14 068.50 22 153
Source: Indian government statistics
DPI619.indd 1 5/17/13 2:01 PM
Diesel Progress international 47 JUne 2013
globaltrends
The larger over 9 m finishers are best suited for double lane applications and are invariably track-mounted and fully hydrostatic. Sales declined by nearly 50% from 102 units in 2007 to 54 units in 2009, but grew to 105 units in 2011 and then declined to 44 units in 2012. The sector accounted for 6% of total sales in 2012. Up to 8 m finishers accounted for only 4% of the total market in 2012.
Overall, locally manufactured asphalt finishers continue to dominate sales, and accounted for nearly 94% of all finish-ers sold in the country in 2012. Gujarat Apollo is the largest domestic manufacturer and the market leader, and has con-sistently outsold its competitors for many years, accounting for 82% of the total market last year. Other prominent local manufacturers are Unipave (4%), Solid (3%), Jay Khodiyar (2%), Volvo (2%) and Vishwakarma (1%).
The imported Vögele brand finishers, which are pro-moted by Wirtgen India, sold 35 units and accounted for 5% of the total market and 88% of imported machines in 2012. Volvo sold seven locally produced and five imported machines, and accounted for 2% of the market.
The market potential for these machines will con-tinue to be large in view of the ongoing construction and maintenance needs of an expanding road network. Yet demand will be restricted by the number of road building projects actually undertaken by the government at any given time.
Although the market for asphalt finishers has remained restrained in the last few years, in the context of the huge planned investments in roads, the outlook for asphalt finish-ers looks favorable. Off-Highway Research forecasts the
The market for compaction equipment registered marginal growth in 2012, achieving sales of 2510 units.
RIKO.indd 1 4/16/13 2:52 PM
continued on page 48
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Diesel Progress international 48 June 2013
globaltrends
Motor Graders: Sales peaked at 553 units in 2008, but there was a massive decline in 2009 with sales falling to 342 units. The mar-ket largely regained its strength in 2010, when there was a growth of 55% and sales reached 529 units. Sales in 2011 were stable at 528 units, but again declined to 318 units in 2012.
The 93 to 129 kW range, which is generally used for road construction and maintenance, accounted for 74% of the market in 2012 compared to 68% in the previous year. The 130 to 149 kW segment, which accounted for 18% in 2011, declined to 13% in 2012. The 150 to 186 kW class managed only a 4% share in 2009, which increased to 7% during 2010 to 2012, while the share of over 186 kW machines increased from 4% in 2011 to 7% in 2012.
Caterpillar’s market share in-creased from 31% in 2010 to 50% in 2011, but declined to 46% in 2012. Of the domestic manufacturers, BEML’s share declined from 10% in 2010 to 5% in 2011, which increased to 13% in 2012. LiuGong also retained its share at 7% in 2010 and 2011 and accounted for 11% in 2012.
Volvo, after claiming a market share of 7% in 2010 and 2011, accounted for 8% in 2012. Leeboy, with its locally- produced motor graders, account-ed for 6% of the market in 2012. Mitsubishi (distributed by Greaves Cotton) accounted for 5% of the mar-ket in 2012, followed by XGMA (dis-tributed by Escorts) at 4%.
Komatsu’s market share fell from 7% in 2011 to 1% in 2012. Local manufacturers Tata Hitachi and ACE, and Chinese suppliers Changlin, XCMG and Sany also sold a few units in 2012.
The motor grader market has declined to a very low level, and looking at the planned investment in roads, robust growth is expected in coming years. The market is likely to grow to 450 units in 2013, and by 2017 it will touch a level of 850 units. dpi
for 18% in 2012. Volvo’s market share also declined from 18% in 2011 to 17% in 2012, while JCB sub-stantially increased its market share from 2% in 2008 to 8% in 2011 and 10% in 2012.
Greaves-Bomag accounted for 11% of the total market in 2010, but its share declined to 9% in 2011 and remained the same in 2012.
Hamm, which sold only 14 com-pactors in 2010, increased its sales sharply to 105 units in 2011, consti-tuting 4% of the market, which further grew to 6% in 2012.
Dynapac’s share remained at 1% in 2007 and 2008, and has accounted for 4% of the market since 2009. ACE, which started manufacturing compac-tion equipment in 2009, accounted for 3% of the market in 2010 and 2011, which declined to 2% in 2012. Caterpillar entered the market in 2006 with imported machines and sold 103 units in 2008 and 84 units in 2009. The company sold 65 units in 2010 and 64 units in 2011; however, its sales fell to six units in 2012. Telcon sold 18 units in 2009 and 25 units 2010, but its sales declined to 15 units in 2011 and six units in 2012. LiuGong sold 12 units in 2012, com-pared to six units in 2011.
Demand for compaction equip-ment is expected to rise to 2800 units in 2013, and Off-Highway Research is confident that the mar-ket will expand further to reach 4700 units by 2017.
market to reach 800 units in 2013 and should peak at 1150 units in 2017.
Compaction Equipment: The mar-ket peaked at 3213 units in 2007, but declined in subsequent years to 2494 units in 2011. However, it registered a marginal growth in 2012 with sales of 2510 units. Delays in awarding contracts and the slowdown in road construction activities were the prin-cipal causes of this relatively weak performance over the last few years.
The market for soil compactors, which accounted for 51% of total compaction equipment sales in 2010 and 2011, declined to 47% in 2012. Its sales fell by 9% in 2012. Demand for tandem rollers increased by 13% in 2012 and they accounted for 47% of total compaction equipment sales.
Demand for pneumatic-tired rollers (PTRs), which was 72 units in 2007 and 79 units in 2008, witnessed a decline in 2009 with sales falling to 46 units. Sales increased to 63 units in 2010, but fell to 37 units in 2011 and 31 units in 2012. These machines are used for surface seal-ing, an application that is generally limited to major roads, so demand is relatively small. Sales of the tradi-tional static 8 to 10 tonne deadweight rollers remained at around 140 units in 2012.
Case (formerly L&T-Case) led the market with a 27% share in 2012, compared to 24% in 2010 and 2011. Escorts, with a market share of 19 to 21% during 2007-2011, accounted
Motor graders in the 93 to 129 kW range, which are generally used for road construction and maintenance, accounted for 74% of the Indian market in 2012.
DPI619.indd 3 5/17/13 2:05 PM
GrowinG from A Solid BASe
MAN Truck & Bus develops diesel engines for diverse applications from a base engine platform
In just about any endeavor, it’s fun-damental to start with a solid base and use it as a foundation to grow. That’s basically the same phi-
losophy that MAN Truck & Bus used to develop a family of engines — its D2862/2868 V-engine series — that started with a base engine from which variants for completely different appli-cations were then derived.
With its diesel engines, MAN serves many different markets that fall into four main areas:
• Off-road, which includes agricul-tural and construction machinery, as well as locomotives and rail-cars;
• Marine, with primary applications in yachts and working vessels;
• Power generation engines used in gen-sets;
the components of the engine had to safely withstand the combustion forc-es occurring in this application for the duration of service life. Considering, though, that engines with lower power outputs may have significantly longer operating times, every component of the engine had to be tested for dura-bility over the longest service life, in some cases at lower forces.
The engine has a 90° cylinder bank angle, with a bottom-mounted cam-shaft and four valves per cylinder. With a 2 L/cyl displacement and bore and stroke dimensions of 128 x 156 mm, individual cylinder heads allow variability with regard to the number of cylinders used in the different engine configurations.
In order to comply with the exhaust emissions requirements of various applications, the engines use a com-mon rail fuel system that is capable of delivering high injection pressures as well as variable injection timing.
Due to the high gas forces occurring at high power outputs, the crankshaft is not secured on the main bearings by bearing caps but rather — unusual
• On-road for vehicles, mainly trucks and buses.
The D2862/2868 engine family is composed of eight- and 12-cylinder diesel variants, with the base engine a joint development between MAN and Liebherr Machines Bulles SA.
MAN’s strategy in developing the D2862/2868 engine series was to start with a base engine from which dedicated variants, using as many common components as possible, could be rapidly and reliably real-ized. A number of basic components are identical for all applications. These include the crankcase and flywheel housing, crankshafts, cam-shafts, drive wheels, cylinder heads and covers, rocker arms and valves, connecting rods, pistons, oil coolers, separators and filters and the injection system, including the fuel rail, injector and high-pressure pump.
The base engine was initially de-signed for the highest rated power for yacht applications. It incorporates two-stage turbocharging with peak pressures above 240 bar and an av-erage pressure of almost 29 bar. All
Diesel Progress international 50 June 2013
engIne technology
This article is derived from a technical paper and presentation by Bernd Huneke, team leader, De-sign Marine Engines; Marcus Stein, team leader, Design Power Engines and V Base Engine; and Volker Reetz, head of the Marine and Power En-gines Design department at MAN Truck & Bus AG in Nuremberg, Germany.
MAN Truck & Bus has developed its D2862/2868 series diesel from a base engine platform from which engines for on-highway, off-highway, stationary and marine applica-tions have been derived. Here, the base en-gine structure is rendered in gray, while the green areas reflect components used for ag-ricultural equipment applications.
DPI604.indd 1 5/17/13 2:07 PM
for an engine of this size — by means of a bedplate.
Engines for off-road applications often must be integrated into existing engine compartments and can vary radically, depending on the applica-tion. For example, cramped installa-tion requirements found in machinery such as agricultural equipment of-ten call for particular attention to the transfer points of exhaust gas and charge air.
The load on the engine also var-ies depending on the application. For agricultural machinery, the engine must offer torque rise characteristics that allow the machine to operate ef-fectively and deliver sufficient torque even when engine speeds are re-duced when commencing harvesting or ground-engaging activities.
Other requirements of off-road ap-plications often include long operating cycles, operation in very dusty envi-ronments and high vibration loads,
sometimes because of nonelastic en-gine mountings.
Variants of the D2862/2868 engine used in construction machinery typi-cally deliver between 400 and 500 kW in the V8 configurations while the V12 engines are rated 588 to 882 kW.
Marine engines are character-ized by the specific installation re-quirements of vessels, particularly in terms of the cooling systems. In the case of the D2862/2868 diesels, seawater cools the charge air di-rectly and subsequently cooling the engine coolant through a plate-type heat exchanger. Complex measures are also necessary to comply with the statutory regulations concern-ing maritime vessels, such as the maximum permissible surface tem-perature of the engine at 220°C. To achieve this, a water-cooled exhaust system was installed in which high-temperature parts conducting the exhaust gas are insulated by an air
space through water-cooled, double-walled aluminum jackets.
Operation in workboat applications requires rugged engines that provide long operating times at low power. To achieve the highest power rating, the D2862/2868 engine is fitted with two-stage, intercooled turbocharging with two turbochargers per cylinder bank.
With engines for power generation, the output and the permissible annual operating times differ depending on the type of operation. Standby/emer-gency power units may operate just 50 hours a year, while prime power sets can be used to supply continuous power 24 hours a day.
All engines used for power gen-eration are operated at a constant speed and the operation with a flanged-attached generator results in further loading on the engine. For example, the engine crankshaft sup-ports the generator shaft, a factor
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DPI604.indd 2 5/17/13 2:07 PM
that must be taken into account in the crankshaft design and the calcu-lation of torsional vibration. Further-more, in regulating the frequency of the gen-set overall, generator ends can also transmit fluctuations in the electricity network to the engine in the form of torque shocks, which have to be withstood.
Depending on the installation site, environmental loads may also arise. Such engines sometimes have only slight protection in dusty regions (deserts) or operate at altitudes over 4000 m where the oxygen content of the air is low.
The D2862/2868 engine for station-ary applications is designed to run not only on diesel fuel but also on natural gas and biogas. This engine is avail-able in turbocharged versions deliver-ing up to 580 kW and as a naturally aspirated version delivering 270 kW. A separate cylinder head, piston and cylinder liner has been developed for operation with gaseous fuel. By com-parison, the V12 variants of the die-sel engines deliver between 700 and 1117 kW.
In engines used in on-road vehi-cles, installation space is a key fac-tor. Conventional trucks are typically
engine technology
Diesel Progress international 52 June 2013
For More inForMationwww.man-engines.com
fitted with six-cylinder inline engines, an inherently more compact engine design. In addition to a wide torque range and powerful acceleration, a decisive design criterion for vehicle engines is also low engine weight. A D2868 V engine rated 500 kW is being used in the MAN TGX heavy-duty truck.
The result of the MAN D2862/2868 project has shown that approximately 450 identical components can be used across all applications. Given an approximate total number of 1150 components in an on-road engine and 1950 in a marine engine, this means about 25 to 40% of engine content can be the same across all applications. Thanks to the consistent pursuit of individual requirements, it has been possible for MAN to find economical solutions even for low-volume applications, thus avoiding the cost of subsequent modifications.
During design, individual require-ments of the applications often ap-peared to conflict with one another. Thus durability at high rated power conflicts with the requirement that the lower rated engine needs to be as light as possible. In order to be able to utilize identical components sensi-bly, many key components were op-timized to meet the strength require-ments of high power applications while at the same time causing little or no disadvantage in terms of weight and cost when used at lower ratings. As an example, the design of the bed-plate results in a rugged and highly
rigid structure that also offers advan-tages in low-power applications.
However, in some areas, identi-cal components were consciously relinquished. To realize the various application-specific torque curves and power outputs sensibly, pistons with different surface finishes and compression, along with different valves, are employed. Variations in fuel injection software and different turbocharger designs are used to enhance the efficiency of individual engines. The same-component strat-egy was also relinquished where very little modification was necessary for adapting components. For example, on the oil pump, gear teeth of a dif-ferent width can be used to move dif-ferent volumes of oil. Similarly, MAN found it was possible to realize dif-ferent, adapted flow rates by minor changes to the coolant pump.
Taking into account the naturally low annual volume of engines in the 16 to 24 L class, the identical-component strategy also impacts costs. The num-ber of parts is smaller — reducing warehousing costs — and volumes per part are higher. According to MAN however, the greater benefit derives from having a fully developed base engine that can be used as a founda-tion for the rapid development of new robust and successful derivatives for various applications. dpi
The D2868 diesel engine rated 500 kW is used on MAN’s TGX heavy-duty truck.
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GLOBAL – PRODUCTS • TECHNOLOGY • INDUSTRY NEWS
DIESEL PROGRESS iINTERNATIONALSuccess through Innovation
EmissionsReg_insert.indd 1 5/20/13 9:49 AM
EuropEan union (Eu) off-road StandardS
US’04 US’07 US’10
u.S. Epa on-HigHway StandardS
* Note: Heavy-duty vehicles between 8500-14,000 lb. GVW have the option of certifying engines or doing a whole vehicle certification using a chassis dynamometer (starting in 2008).**Medium-duty passenger vehicles in the 8500-10,000 lb. GVW range are included in Tier 2 requirements.
Stage 3a
Stage 2
Stage 2
Stage 2/3a *
Stage 2/3a **
Stage 3a
Stage 3a
Stage 3b
Stage 3b
Stage 3b
Stage 4
Stage 4 (October 2014)
* 75-130 kW Stage 3a, 56-75 kW Stage 2 ** 37-56 kW Stage 2, 18-37 kW Stage 3a
u.S. Epa off-HigHway StandardS
Japan StandardS
For information on specific emissions levels and the various standards, go to The Emissions Data Center at www.dieselprogress.com. Visit www.dieselnet.com for the most current global emissions levels.Emissions information from industry and government sources. Diesel Progress and Emitec are not responsible for accuracy of data as presented. © 2013
Japan 2003
Japan 2003
Japan 2005
Japan 2005
Tier 3
Tier 2
Tier 2
Tier 2-3 * Tier 3
Tier 4
Tier 4
Tier 4
* Euro 5 implemented September 2009
Japan 2009
Japan 2009 (2010 over 12 tons)
* 100-175 hp Tier 3, 75-100 hp Tier 2
Tier 2 (phase-in 2004-2009)
Euro 3 Euro 4 Euro 5 * Euro 6
Euro 3 Euro 4 Euro 5 * Euro 6
EuropEan union (Eu) on-HigHway StandardS 2000-2004 2005-2007 2008-2009 2014-2015
Light-Duty Vehicles
Heavy-Duty Vehicles
2003-2004 2005-2008 2009-2010
Light-Duty Vehicles
Heavy-Duty Vehicles
GLOBAL DIESEL EMISSIONS REGULATIONS AT-A-GLANCE-
2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
130-560 kW
56-130 kW
18-56 kW
2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
175 + hp
75-175
< 75 hp
2004-2006 2007-2009 2010
>33,000 lb. GVWR
19,500 to 33,000 lb. GVWR
8500 to <19,500 lb. GVWR*
Light Duty**
EmissionsReg_insert.indd 2 5/20/13 9:49 AM
GLOBAL – PRODUCTS • TECHNOLOGY • INDUSTRY NEWS
DIESEL PROGRESS iINTERNATIONALSuccess through Innovation
China StandardS
Euro 3 Euro 4
Euro 2 Euro 3 Euro 4
Euro 2 Euro 3 Euro 4
GLOBAL DIESEL EMISSIONS REGULATIONS AT-A-GLANCE-
Brazil StandardS
Euro 4Euro 2 Euro 5
Euro 2 Euro 4Euro 3
Euro 3
Euro 5
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
Light-Duty Vehicles
Heavy-Duty Vehicles
ruSSia StandardS
Euro 2
Euro 3 Euro 4
Euro 3 Euro 4
Euro 5*
Euro 5*
* Proposed
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016
Light-Duty Vehicles
Heavy-Duty Vehicles
india StandardS
Euro 4
Euro 3
Euro 3
Euro 4
Euro 2
Euro 4/Euro 5*
Euro 4
Euro 4Euro 3Euro 4/Euro 5*
Euro 3 Euro 4
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
Light-Duty Vehicles
Major Cities
Nationwide
Heavy-Duty Vehicles
Major Cities
Nationwide*Implementation of Euro 5 under discussion.
Korea StandardS
Euro 3
Euro 3
Euro 4
Euro 4
Euro 5 Euro 6*
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
Light-Duty Vehicles
Heavy-Duty Vehicles* Proposed
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
Light-Duty Vehicles
Major Cities
Nationwide
Heavy-Duty Vehicles
EmissionsReg_insert.indd 3 5/21/13 9:55 AM
Emitec.indd 1 4/25/13 4:12 PMEmissionsReg_insert.indd 4 5/20/13 9:50 AM
SOUTH AmericAnotebook
Diesel Progress international 54 June 2013
SOUTH AmericAnotebook
By mAUrO BelO ScHneider
BorgWarner has opened a new facility in Itatiba city, São Pau-lo state, Brazil. With an invest-ment of R$70 million (US$35
million), the site will produce turbo-chargers, viscous fans and fan drives, engine timing systems and emissions technologies for commercial vehicles and automotive applications.
The company built the new facility because it was not able to expand its original plant in Campinas city. The new site covers a 100 000 m2 area, with 20 000 m2 under roof — roughly double the size of Campinas — and it also has the capacity for future expansion. BorgWar-ner said it would also use the site as a research and development center for engine testing and assembly.
According to BorgWarner General Manager Arnaldo Iezzi Jr., all of the employees were retained in the move from Campinas, and the company expects to increase the number of jobs in the coming years. “Our big-gest challenge was to change facili-ties without interfering with the busi-ness,” he said. “This was concluded successfully due to the dedication of our contributors.”
“With our new production facility and
engineering center in Itatiba City, we are laying the foundation for expanding our position as a leading supplier of ad-vanced powertrain technologies in the rapidly growing South American mar-ket,” BorgWarner President and Chief Executive Officer James Verrier said. “New legislation is driving automakers to improve fuel economy and reduce emissions. Consumers are demanding performance and enhanced drivability. BorgWarner’s advanced technologies satisfy all of these needs with local pro-duction and engineering capabilities.”
MWM Makes Milestone Engine
MWM International Motores, the wholly owned subsidiary of Navistar International Corp. and a significant supplier to the Mercosur region, re-cently marked a milestone with the production of its 4 millionth engine.
The company, which is also mark-ing its 60th anniversary of engine manufacturing this year, said it had the best January in its history with 10
697 engines sold and expects its 2013 volume to reach 140 000 engines, a 25% increase over last year.
“We have the quality and the pro-duction capacity to reach this target,” MWM CEO José Eduardo Luzzi said. “Our partners are aware of this chal-lenge and prepared to grow with us.”
The company employs 3500 at facili-ties in Santo Amaro (São Paulo state) and Canoas (Rio Grande do Sul state), Brazil, and Jesús Maria, Argentina. MWM offers an engine line from 2.5 to 13 L with ratings from 37 to 319 kW.
This year’s scheduled resumption of engine production in Jesús Ma-ria forms part of MWM’s investment plans for 2013. The Jesús Maria unit, which was for a time only machining engine components, will produce the 229 series, NGD 9.3 and MaxxForce 4.8/7.2 diesel engines for the local market. Initially, the plant will have capacity to produce 5000 engines a year in a single shift, MWM said.
Along with Latin America, where it said holds a 30% market share in
BorgWarner has opened a new facility in Itatiba City, São Paulo state, Brazil. The facility will produce turbo-chargers, viscous fans and fan drives, engine timing systems and emissions technologies for commer-cial vehicles and automo-tive applications.
BorgWarner opens Brazil Facility
DPI608.indd 1 5/17/13 3:58 PM
the Mercosur region, MWM is active is exporting engines to other area. It has a partnership with Daewoo Bus in South Korea for the supply of MaxxForce 3.2H engines meeting Euro 3, Euro 4 and Euro 5 emissions regulations. In Turkey, MWM MaxxForce 3.2H, Euro 5 and the MaxxForce 3.0H Euro 3 engines are being used in Otokar buses sold in Eu-rope, North Africa and Middle East.
Besides engines, the Brazilian plant exports blocks and heads to the United States for use by its parent company Navistar. “Historically, MWM develops its technologies in Brazil and exports them to other group companies around the world,” Luzzi said.
Bucher Makes Brazilian Acquisition
In a move to create a new production and engineering hub in the region, Bucher Hydraulics, a division of Bucher Industries, announced it is acquiring Eco Sistemas Industri-as de Màquinas Ltda., Porto Alegre, Brazil. Financial terms were not disclosed. The transaction is expected to be com-pleted in the second quarter.
Eco Sistemas manufactures hydraulic power units for mo-bile and industrial applications and acts as a system integrator of valves and other hydraulic products in the Brazilian market. The family owned enterprise was founded in 1996 and con-sists of three companies, with manufacturing sites in Canoas near Porto Alegre, Rio Grande do Sul, and in Pomerode, San-ta Catarina, and sales offices in São Paulo and Rio de Janeiro. Eco Sistemas generates annual sales of around R$21 million (US$10.6 million) and has 60 employees.
Bucher said the acquisition of Eco Sistemas would provide a
The MaxxForce 3.2 L is one of the engines built by MWM Inter-national Motores, which recently marked the production of its 4 millionth engine.
Diesel Progress international 55 June 2013
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south AmericAnotebook
continued on page 56
DPI608.indd 2 5/17/13 3:58 PM
platform to enhance the division’s glob-al presence and create a local base in South America with engineering, man-ufacturing, sales and aftersales capac-ities. The know-how of Eco Sistemas as a recognized system integrator of hydraulic solutions along with its well-established client base in Brazil were also key factors in Bucher Hydraulics’ decision to acquire Eco Sistemas, the company said.
The operation in Brazil will be de-veloped into a competence center for Bucher Hydraulics, serving customers with mobile hydraulic applications in ag-ricultural machinery, material handling and construction equipment, as well as industrial hydraulics. The integration plan includes a name change from Eco Sistemas to Bucher Hydraulics Ltda.
The CEO and former owner of Eco Sistemas, Fernando Danesi, will con-tinue to manage the operations and play an important role in the develop-ment of Bucher Hydraulics’ market presence in Brazil, Bucher said.
Brazilian Government Donates Equipment
Brazilian President Dilma Rousseff said the government has donated backhoes and motor graders to 80 cities in Rio Grande do Sul state. The Randon machines will be used in in-frastructure improvement.
Randon won the bidding process in 2012 to supply 621 backhoes to the Agrarian Development Ministry. From this total, 318 units will be used in Rio
Agrale was also among the early adopters of biodiesel in its 4000 line and offers an LPG version for indus-trial and logistic applications.
Currently, the company has three tractor lines — the 4000, 5000 and 6000 — which range from 11 kW to 125 kW.
“The success of the ranges 4000 and 5000 for the small and medium farmers and the 6000, for great har-vest areas, are helping the compa-ny’s growth, which in 2012 advanced 14.8%, while the market grew 7.6%,” Zattera said.
Agrale also said that it has launched a new vehicle in Brazil that is focused on military applica-tions. The 0.45 tonne 4 x 4 Mar-ruá (“wild bull”) AM 41 VTNE 2 is designed to transport equipment, cargo or personnel.
The vehicle incorporates a metal body and tubular safety structure in the cab. It is powered by an MWM diesel engine rated 123 kW. The company said that the vehicles have a common chassis aimed at obtain-ing maximum component rational-ization, focusing stock and logistics cost reduction for both of the manu-facturer and customer.
Other trucks from Agrale include the AM 31 VTNE 1.4 tonne 4x4, AM 21 VTNE 0.68 tonne 4x4, VTL Rec (for armed reconnaissance) and a police version of the utilitarian Mar-ruá AM 200 double cab.
Diesel Progress international 56 June 2013
south AmericAnotebook
Grande do Sul and the remainder is destined for Minas Gerais and Rio de Janeiro states. The donation of the ma-chines is part of the Growth Accelerat-ing Program (PAC 2), which invested R$28.5 million (US$14 million) to as-sist 65 000 farmers.
The minister of Agrarian Develop-ment, Pepe Vargas, said that “besides promoting rural development, the PAC equipment promotes the national in-dustry, since the 15 000 machines already distributed through the pro-gram to 4931 cities are manufactured in Brazil.”
Agrale Reaches Tractor MilestoneBrazilian tractor manufacturer
Agrale, Caxias do Sul city, Rio Grande do Sul state, recently marked the assembly of its 80 000th tractor. The milestone machine was an Agrale BX 6180 tractor rated 125 kW.
Hugo Zattera, Agrale’s president, said the number demon-strates the strong pres-ence of the company in the Brazilian and interna-tional markets. “Surpass-ing 80 000 tractors is an important achievement, which is related to the Brazilian agriculture’s evo-lution, especially focused in small and medium farm-ers,” he said.
The company started in 1962 with two-wheel, walk-behind tractors.
Agrale recently added a military truck to its lineup.
A line of Randon backhoes donated for infrastructure improvements by the Brazilian government.
DPI608.indd 3 5/17/13 3:59 PM
the same quality and reliability our products and services already have in the markets where we work,” Pereira said. Ammann’s compactors use Euro 3b and Tier 4 engines. dpi
Ammann Opens Factory in Brazil
The Swiss group Ammann has opened its first plant in Latin America in Gravataí city, Rio Grande do Sul state, Brazil. The operation started in early April.
Ammann invested €9 million (US$11.8 million) in the Brazilian proj-ect, which is said will initially gener-ate 50 jobs. The unit occupies a total area of 5000 m2, where asphalt mixing plants, compactors and pavers may be manufactured.
The Prime 140 asphalt plant is a global product and will mark Am-mann’s entry into the segment of highly mobile plants for the Brazilian, Latin American, African and South-east Asian markets, as well as some European countries. Prime 140 has an output of 127 tonnes per hour.
“Our objective is to position Am-mann as one of the leaders in the
road construction segment in Latin America,” said Gilvan Pereira, presi-dent of the company in Latin America.
Ammann said it aims to be among the biggest suppliers in the segment with-in five years. “We will guarantee to our clients in Latin Amer ica
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south AmericAnotebook
Ammann, which recently opened its first South American manufacturing plant in Gra-vataí city, Rio Grande do Sul state, Brazil, aims to be a leader in equipment such as concrete plants and road construction machinery in the region within five years.
DPI608.indd 4 5/17/13 3:59 PM
Not A Red Herring(bone)
Herringbone design key to Advanced Clean Air Technologies Global’s substrate technology
A Michigan, U.S.A.-based man-ufacturer believes its catalytic converter substrate technol-ogy will be a success in the
transportation, power generation and power sports markets.
Advanced Clean Air Technologies (ACAT) Global purchased the tech-nology and manufacturing assets of Delphi Automotive’s catalytic con-verter division in 2010, said Joe A. Moch, CEO of ACAT Global. Delphi had invested US$500 million over 20 years to develop its substrate technology. ACAT has added its own expertise to the mix and is now aiming to bring that technology to the marketplace.
“The impetus behind our purchase of (the Delphi technology) was the small-engine regulations of the EPA,” Moch said. “We’d heard about the technology and felt that would be a unique application outside of the au-tomotive sector, where it was origi-nally developed.”
coating materials — platinum, palla-dium and rhodium — are expensive precious metals.
“The exhaust gases are able to fol-low the tortious path that’s created by the herringbone pattern and by doing so it actually promotes flow,” Moch said. “It also improves intermixing of the exhaust gases because the gas-es are able to flow between layers.”
The herringbone pattern also pro-motes particulate matter (PM) reduc-tion by up to 40% when used solely as a diesel oxidation catalyst (DOC), he said.
“It hasn’t been coated and there hasn’t been any other adjustment to the substrate to reduce the PM — that’s just with our standard unit,” he said.
Moch said his company is incor-porating a Delphi-developed CD welding technique to weld the sub-strate layers together. The process helps eliminate distortion and the risk of the separate layers “nesting.” The process also does not require brazing, which helps reduce weight, he said.
“We are currently working with a couple of OEs now and hope to get onto some platforms,” he said. Au-tomotive, power sports and power generation are the first markets the company will address.
ACAT is also doing extensive test-ing on diesel applications, including power generation. He said reducing PM through the catalytic converter technology will enable manufacturers
The key is the substrate’s her-ringbone design, which Moch said allows for more surface area in a given volume. Surface area is a key characteristic in effective emissions reduction and enables the same amount of reduction to be done in a smaller package.
“If you just do a pure, mathematical comparison, we’re able to reduce our unit by approximately one-third and still keep the same amount of surface area,” Moch said. The smaller size offers savings in substrate coating costs, which is critical since typical
Advanced Clean Air Tech-nologies (ACAT) Global, a Michigan, U.S.A.-based manufacturer of catalytic substrates, is manufac-turing catalytic sub-strates used in diesel en-gine emissions reduction systems. The company said it has the capacity to produce about 1.5 million substrate units a year.
Diesel Progress international 58 June 2013
TECHNOLOGYof clean
DPI614.indd 1 5/17/13 4:26 PM
to reduce the size of the diesel par-ticulate filter (DPF).
“I think power generation will be a much more significant part of the business — probably more than 50%, just because of the sheer vol-ume and the size of the solutions,” he said. “We just did a program on a 3.5 MW MAN diesel gen-set, and the SCR component alone had 240 15x15x15 cm bricks. Compare that to a 983 cm3 catalyst and it’s just night and day. So I can see power genera-tion becoming a much greater seg-ment of the business.”
Moch said sound attenuation is an-other benefit of his company’s prod-uct. ACAT’s units reduce sound by up to 30 dB(A), because the sound waves bounce from wall to wall, he said. That should allow manufactur-ers to downsize the muffler part of the exhaust system as well when uti-lizing unit.
“When you look at the exhaust system as a whole, our catalytic con-verter technology will really have sig-nificant impact on the exhaust sys-tem,” he said. ACAT’s construction also acts as flame and spark arres-tors, he said.
ACAT recently purchased a 6503 m2 manufacturing facility in Charle-voix, Mich., to house its headquar-
ACAT said its her-ringbone substrate design can help re-duce PM emissions in diesel engines by as much as 40% without any wash-coat. The company is initially targeting its substrate technology toward the transporta-tion, power generation and power sports markets.
Diesel Progress international 59 June 2013
TECHNOLOGYof cleanopening a 1858 m2 facility near Bu-dapest to serve the European mar-ket, Moch said.
The challenge now is to convince OEMs that the ACAT product is suit-able for their applications, he said.
“The herringbone pattern is a rela-tively new and unique technology and when you look at the major OEs out there, they’ve gotten comfort-able working with the major ceramic suppliers out there,” Moch said. “You have groups that have well-proven track records and large budgets.
“Trying to convince the OEs that we have the scale to provide them the product across their model lineup, not just one particular platform, has been a challenge. But we’re slowly proving ourselves.” dpi
ters. Moch said the company has the capacity to produce about 1.5 million units a year. ACAT is also
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Right-Sizing SCR
Johnson Matthey’s new Concat IC SCR System designed to be lighter, smaller and less expensive
Johnson Matthey has developed a new selective catalytic reduc-tion (SCR) system for stationary diesel or natural gas engines
designed to be as much as 30 to 40% less expensive than units currently on the market.
The Concat IC SCR System is also up to 70% smaller and 50% lighter than comparable models with up to 95%
“That’s one advantage of Johnson Mathey compared to other cata-lyst manufacturers — we have a very strong business in heavy-duty trucks,” Chu said. “There have been a lot of improvements made in oxida-tion catalysts, SCR systems, DPFs and also ammonia slip catalysts for heavy-duty trucks.
“Those are all improvements that
NOx reduction, said Michael Baran, SCR product manager for Johnson Matthey Stationary Emissions Control.
The new system was developed from a “clean slate” and by tapping into research done by colleagues in the company’s truck emissions group, said Wilson Chu, business de-velopment manager for Johnson Mat-they Stationary Emissions Control.
Diesel Progress international 60 June 2013
Johnson Matthey’s new selective catalytic reduction (SCR) system for stationary diesel or natural gas engines, the Concat IC SCR System, is designed to be 30 to 40% less expensive than current units.
TECHNOLOGYof clean
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FSX.indd 1 3/7/13 1:52 PMDiesel Progress international 61 June 2013
tured SCR catalysts and installed SCR systems for NOx abatement in a variety of industrial sources world-wide since 1987. For the most part, the fundamental SCR design hasn’t changed all that much over the years, Baran said. The new prod-uct is an exception to that history, he said.
“There have been small improve-ments (in SCR) here and there, but there really hasn’t been a paradigm shift since the industry started do-ing SCR systems for engines,” Baran said. “A lot of the manufacturers do it the same way and that’s the same way it’s always been done. We tried to do something different and we did.” dpi
many. It is scheduled to be available to the market in the second quarter. The system is scalable for diesel or natural gas engines and is applica-ble in new projects or can be retro-fitted into existing installations, the company said.
“We’ve looked at various engine sizes, but there’s no real cap on engine sizes, Baran said. “We can apply this product line anywhere from 250 kW — very small, low hp engines — to 4, 5, 6 MW engines. There’s no practical limitation on en-gine size.”
Baran noted that SCR size is not always as important of a fac-tor with stationary applications, but some customers may want to fit the SCR system inside of a container, the Concat’s smaller size can be beneficial.
Johnson Matthey has manufac-
are available to the stationary group and we’ve taken some of those and incorporated them into the products we have now for sta-tionary engines.”
One big difference between sta-tionary engine SCR systems and those used in trucks is the operat-ing time. Trucks don’t run as con-tinuously as stationary engines, so engineers had to think in the terms of operating 24/7 and 8000 or more hours a year, Baran said. For the stationary side, big concerns in-cluded lube oil consumption and fuel quality and their potential effects on the system.
“Stationary is a different world, so we have to pick and choose the best truck technologies that we can use in a stationary application,” Chu said.
Starting with the catalyst, engi-neers looked at cell densities, struc-tural formulations and overall mate-rial choices while designing the new SCR system.
“The catalyst was the primary target for review,” Chu said. “And we started with a clean slate from a stationary market standpoint and looked at all the stuff available to us from the mobile end. There are a whole host of things people can do with catalysts, and we’ve touched on every one of them.”
The new design offers engineers greater latitude in housing design, especially for installations where space is at a premium or simply not available. With the Concat IC SCR System, for the same NOx reduction performance as a typical system, as much as 70% smaller space claim and 50% less weight can be realized, Baran said.
“If you start out with an improved catalyst, you can use less catalyst, for starters,” Chu said. “You’ll have a smaller housing and everything else becomes more compact.”
The new Concat IC SCR system is being manufactured in the U.S., with the catalyst coming from Johnson Matthey’s facility in Redwitz, Ger-
For More inForMationwww.jmsec.com
TECHNOLOGYof clean
DPI615.indd 2 5/17/13 4:21 PM
More on The CaT, FPT EnginE DEal
8.7 and 12.9 L diesels, new pod drives represent interesting new course for Caterpillar Marine Power Systems
By Mike Osenga
Earlier this year, Caterpillar Inc. and FPT Industrial S.A. an-nounced an agreement to co-operate on the development of
(mostly) pleasure boat marine diesels. Covering an output from 650 to 1000 mhp, the two engines involved will be badged the Cat C8.7 and Cat C12.9 with the base engines being FPT’s Cursor 9 (8.7 L) and Cursor 13 (12.9 L) models. Cat’s global network will ser-vice the engines.
Being pleasure craft diesel engines and a comparatively narrow band of that market at that, this isn’t a huge deal in terms of volume. But it is interesting on a number of levels and seems to her-ald somewhat of a change of direction, especially for Caterpillar.
“You could say that it is a change of strategy on our end,” said Bruce Strupp, manager, Propulsion Solutions for Cat-erpillar Marine Power Systems. “We’re getting a lot more aggressive in meeting our customer’s needs.
“We have EPA Tier 3 (marine) right around the corner for these products — Jan. 1, 2014 — and we didn’t re-ally have a platform internally that we could bring to market by that date and still meet the requirements Caterpillar customers typically have when buying Cat products.”
Strupp added that while these are primarily pleasure boat engines, there are some military and commercial ap-plication possibilities as well.
One of the interesting things is who does what in this agreement. Strupp said the common rail fuel injection sys-
power-to-weight ratios are awesome. There were just things like we need to get done to make them work for us in the marine market, and we’ve done that.”
Since the announcement of the agreement, Cat has released addi-tional details on both of the new en-gines, due in 2014.
The new Cat C8.7 turbocharged-supercharged diesel will develop 650 mhp at 2300 r/min while meeting EPA Tier 3, IMO 2, and CCNR Stage 2 emissions requirements. The new C8.7 pleasure craft engine will replace the 575 mhp C9 model with a common rail fuel system and a new air management system, allowing the 650 mhp to come from a smaller and lighter package.
Cat said the C8.7’s fuel delivery system allows the use of a radial, belt-driven supercharger in addition to the conventional turbocharger, designed to eliminate smoke and reduce lug-ging, while delivering improved low-end torque and fuel economy.
When the supercharger is no lon-ger needed, the turbo takes over the boost function. An electromagnetic clutch disengages the supercharger to avoid becoming a parasitic load and allows the turbo to provide the maximum permissible boost pres-sure. This, Cat said, eliminates turbo-charger lag and allows rapid transient response throughout the engine’s op-erating range.
The C12.9 diesel will be available in both 850 mhp at 2300 r/min and 1000 mhp at 2300 r/min iterations. The new diesel model will also comply with U.S.
tem for the two engines is an all-new Bosch design that neither company had used previously. “FPT is bringing some air handling system technology and know-how, which is why we’re able to get the power and torque we will have on these engines,” Strupp said. He add-ed the cooling system, electronics and software are all being designed, “from the ground up.”
“It’s really a joint development effort with much of the actual engineering hours coming from FPT, combined with the specifications and the ma-rine knowledge that we have from the Cat standpoint,” Strupp said. “We put what we call a functional specification together from a marketing standpoint and to a certain degree a technical standpoint — what do we want this engine to be able to do, how do we want it to function, things like that.
“We handed that document over to FPT and then we sat down and start-ed talking about how we could bring a solution to market, while still meeting all the Caterpillar requirements.”
One of the other keys, Strupp said, was making the two new models into Cat marine engines. He cited exam-ples such as the type and location of the air cleaners used, mounting the engine ECM on the engine (with Cat software), right-hand, left-hand ser-vice so that in twin-engine installa-tions in a yacht all service points are accessible from the pathway between the engines.
“They get a lot of horsepower out of those engines,” Strupp said. “The horse-
Diesel Progress international 62 JUne 2013
MarinE EnginEs
The base engine for the new Caterpillar C8.7 pleasure boat marine diesel is the Fiat Powertrain (FPT) Cursor 9 engine. Due for launch later this year with production in 2014, the new Cat engine will be rated 650 mhp at 2300 r/min while meeting EPA Tier 3, IMO 2 and CCNR Stage 2 emissions requirements.
DPI613.indd 1 5/17/13 4:28 PM
EPA Tier 3, IMO 2 and
CCNR Stage 2 emissions, Cat said.
In its turbocharged variant, the new C12.9’s 850 mhp output is made pos-sible by the previously mentioned second-generation common rail tech-nology, as well as the air management system design.
In its turbo-supercharged version, the C12.9 has an output of 1000 mhp, which Cat said allows it to be applied in ves-sels previously restricted to smaller, less powerful engines due to engine room size. The C12.9 maximizes available boost pressure similar to the process on the C8.7 via an electromagnetic clutch, with the turbocharger spooling up when the supercharger disengages.
The coming out party for these new engines will be in Florida, U.S.A., at this year’s Fort Lauderdale International Boat
Show (Oct. 31 to Nov. 4). Production of the new engines is scheduled for 2014.
The engines will not be debuting solo, but rather as part of a new Cat-erpillar pod drive systems that is also expected to be officially launched in Fort Lauderdale.
“Our research leads us to believe that for engines in this size range, over 50% of the boats built last year had pod drives in them,” Strupp said. “We think that by the end of 2020, it is going to be closer to 80%. This technology is starting to domi-nate the market, so we are in the pro-cess of designing our own pod drives.”
The engines can be packaged with a new joystick and pod solution for pleasure craft marine propulsion that Cat had previously announced. Cat will now offer integrated propulsion and maneuvering systems featur-ing proprietary Twin Disc QuickShift transmission technology.
Marine engines
Diesel Progress international 63 JUne 2013
The joystick solution includes technol-ogy designed to integrate vessel com-ponents including the engines, trans-missions, thrusters and propellers into a single source of control. Cat said ves-sels featuring the customizable joystick system would benefit from a greater ease of maneuverability and docking as well as more responsive vessel steering at low speeds. The Cat joystick solution will be available as a complete package through the Cat dealer network.
The pods offered by Caterpillar will in-corporate the maneuverability elements of the joystick system. Engineered to be integrated with Cat marine engines, the Cat pod system provides improved fuel economy, reduced noise and vibration, optimized operating costs and “plug and play” installation, Cat said. dpi
Based on the Cursor 13 diesel, the second of Cat’s new marine diesels, jointly developed with FPT, is the C12.9 model. The C12.9 model will be
available in both 850 mhp at 2300 r/min and 1000 mhp at 2300 r/min.
For More inForMationhttp://marine.cat.com
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*Further information on this company’s products can be found in the 2013 Edition of the Diesel & Gas Turbine Publications Global Sourcing Guide and at www.GSGnet.net.
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ACS Inc. .......................................................................11
AVL List GmbH ............................................................15
* BorgWarner ....................................................................1
* Caterpillar Inc. ..............................................................27
China International Fluid Machinery Exhibition (2013 FLUID Expo) ................65
ComAp .........................................................................51
* Concentric Inc. ...............................................................5
* Cummins ......................................................................37
The Danfoss Group .....................................................59
* Deutz AG ......................................................Third Cover
Dolphin Manufacturing LLC .........................................63
* Ellwood Crankshaft Group ...........................................55
Emitec Gesellschaft für Emissionstechnologie mbH .................. Emissions
Regs-At-A-Glance Insert
FSX Equipment Inc. .....................................................61
Haldor Topsøe A/S ......................................................21
Honeywell Turbo Technologies ............................Engine Specs-At-A-Glance Insert
ICUEE 2013 .................................................................49
* JCB Power Systems Ltd. .............................................23
* John Deere Power Systems .....................Second Cover
* Kubota Corporation ........................................................7
* MAN Truck & Bus AG Sales Engines and Components .............................31
Mann+Hummel GmbH .................................................41
Manner Sensortelemetrie GmbH ..................................39
* MTU Friedrichshafen, Onsite Energy ..........................17
Radicon Co., Ltd. ...........................................................9
RIKO Co., Ltd. .............................................................47
Rottler ..........................................................................35
Sauer-Danfoss (Nordborg) ApS ..................Fourth Cover
TEDOM a.s. Engines Division ....................................39
Tide Power System Co. Ltd. ........................................55
Thermamax Hochtemperaturdämmungen GmbH .......25
* Transfluid S.r.l. .............................................................13
Volvo Penta AB ............................................................19
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Continuing the Diesel’s evolution
Mahle’s refinements in component technologies aim to help engines meet ongoing regulatory, market challenges
By Mike Brezonick
While it’s fair to say that in the case of commercial diesel engine emissions most of the technical
heavy lifting has already been done, that doesn’t mean that anybody can relax just yet. In Europe, vehicle, equipment and engine manufactur-ers jointly face that last summit that is Euro 6. In both the U.S. and Eu-rope, new greenhouse gas standards loom for the heavy-duty truck indus-try, while the off-highway segments continue to see the phase-in of Tier 4 final regulations.
Globally, engine manufacturers and suppliers have spent billions over the last decade to make diesels cleaner and more efficient than ever before. And both continue to evolve and refine their products to accommodate each new technical challenge.
A case in point is the Mahle Group. Headquartered in Stuttgart,
product enhancements engineered to meet the ongoing challenges die-sel engines face.
One of the most significant advance-ments has been in the area for which Mahle is best known, pistons, where
Germany, the company’s Engine Systems and Components business unit is a global supplier of a broad range of diesel engine technologies. Over the last several months, the company has unveiled a series of
Diesel Progress international 66 JUne 2013
EnginE TEchnology
A key focus for Mahle’s steel piston designs has been efficiency through a reduction in the compression height of the piston. The company said it is targeting a 20 to 30% reduction in compression height over conventional piston designs.
Mahle has developed a lead-free polymer coating for its bronze bearings. En-gine tests have demonstrat-ed strong wear and fatigue resistance characteristics when compared with con-ventional lead-based coat-ed bearings (lower image).
DPI617.indd 1 5/17/13 4:20 PM
the company has developed a new steel piston engineered to provide high levels of performance and efficiency at a more cost-effective price.
Steel pistons have been used in commercial vehicles for a number of years, the company noted. They al-lowed engine manufacturers to more thoroughly exploit in-cylinder mea-sures to address emissions concerns, as they have been able to accom-modate fuel injection pressures ap-proaching 2400 bar and peak cylinder pressures over 207 bar.
More recently, Mahle has been seeking to improve its steel piston designs, with a specific focus on ef-ficiency. One of the untapped areas getting more attention is a reduction of the compression height of pistons. This company said it is targeting a 20 to 30% reduction in compression height over conventional piston de-signs. This could be achieved, Mahle said, through the use of shorter pis-tons teamed with longer connecting rods. The connecting rods are also engineered to guide the piston more efficiently within the cylinder, reduc-ing the lateral forces that the piston exerts on the cylinder wall, thereby also minimizing frictional losses, Mahle said.
The weight-saving potential of such a lower compression height piston has been estimated by Mahle
to be approximately 1.99 kg. If the connecting rod is also optimized in design and materials, overall weight savings as high as 30% over conven-tional technology could be achieved, Mahle said.
Such a configuration could also reduce bearing friction, which would again contribute to improved engine efficiency. And as an alternative to an extended connecting rod, the block height of the engine could also be reduced by the shorter piston, which would again save weight, installation space and manufacturing costs.
Mahle said in testing of a low-er compression height piston and weight-optimized connecting rod, fuel economy increases up to 0.8% were achieved. For a commercial vehicle with consumption of about 30 L per 100 km and a service life of 150 000 km a year, this would correspond to savings of up to 360 L of diesel fuel per year.
One breakthrough that has al-lowed Mahle to proceed in develop-ment of a more compact piston has come in manufacturing. Previously, the majority of steel pistons have been fabricated using friction weld-ing technology. While friction weld-ing has its advantages — rapid pro-cess times, heat input more directly focused on the weld site and less heat affects seen on other areas —
it does not have sufficient flexibility to be an effective process for more compact piston designs. Instead, Mahle is employing a beam welding technique, which it says is near ma-turity, through which the company anticipates being able to manufac-ture the more advanced lower profile steel piston designs.
Along with pistons, Mahle has also pursued significant design improve-ments in bearings. Because of new technologies such as stop-start or hybrid systems, more power dense engines and low-viscosity oils, en-gine bearings are required to with-stand considerably greater loads than in the past.
To deal with this increasingly ag-gressive operating environment, Mahle has developed a lead-free polymer coating for its bronze bear-ings. A polymer matrix with additional solid lubricant and aluminum flakes is designed to ensure high strength as well as thermal and chemical resis-tance. Mahle said that engine tests have demonstrated strong wear and fatigue resistance characteristics when compared with conventional lead-based coating. Load capaci-ties up to 95 mPa have been docu-mented, which Mahle said highlights the coating’s suitability for heavy-duty truck applications. The functionally
EnginE TEchnology
Diesel Progress international 67 JUne 2013
Mahle has worked with Bosch in the Bosch Mahle Tur-bo Systems (BMTS) joint venture that has developed an electronically controlled, two-stage turbocharging sys-
tem for commercial vehicles that is engineered to pro-vide both a higher charge-air pressure level and increased
dynamic response over the entire speed range.
continued on page 68
DPI617.indd 2 5/17/13 4:20 PM
relevant layer is preserved throughout the service life of the bearing, and the new polymer coated bearings can be used in current engines, the company said.
Along with its internal engine com-ponents, Mahle has also been active in other aspects of engine develop-ment. In the case of turbochargers, the company has teamed with anoth-er global technology specialist, Bosch Corp., and since 2008, the Bosch Mahle Turbo Systems (BMTS) joint venture has focused on the develop-ment of turbochargers for a broad range of applications using engines from 2.0 to 16 L in displacement.
For commercial vehicles, BMTS has launched an electronically con-trolled, two-stage turbocharging sys-tem engineered to provide both a higher charge-air pressure level and increased dynamic response over the
EnginE TEchnology
Diesel Progress international 68 JUne 2013
For More inForMationwww.mahle.com
entire speed range. This combina-tion, BMTS said, provides significant improvement in starting torque and transient response, while at the same time helping improve fuel economy and reducing exhaust emissions.
The two-stage turbocharger system consists of high- and low-pressure turbochargers connected in a series configuration. At low engine speeds, the high-pressure stage provides a high-pressure ratio with its small ro-tor, despite the low gas flow. This pro-vides high starting torque and a high combustion air boost, which helps re-duce particulate and NOx emissions, BMTS said.
As the engine speed increases, part of the increasing exhaust gas mass flow is shunted to the low-pressure turbo through a bypass valve. On the compressor side, the air fed to the engine is first precompressed in
the low-pressure stage and then the pressure ratio is increased further in the high-pressure stage. In order to protect against thermal overload-ing of the high-pressure compressor and to increase the overall efficiency, charge-air cooling is employed be-tween the two turbos.
Controlled by the engine’s elec-tronic control module, the two differ-ent turbocharging stages achieve sig-nificantly higher charge-air pressures and more efficient gas exchange over the entire engine operating map, BMTS said. This has a positive effect on engine performance — through better transient operation with more torque available at all engine speeds — and improved fuel economy with lower exhaust emissions. dpi
dieselhrPeng New Cummins Engineering VP In China
Cummins Inc. has appointed Lixin Peng as its new vice president – Engineering, China Area Business Organization (ABO). He is responsible for strategic planning and development of Fit For Market (FFM) products, engineering support for Cum-mins’ customers and joint venture (JV) partners, functional excellence for Prod-uct Environmental Management (PEM), engineering quality and Value Package Introduction (VPI).
Additionally, Peng is responsible for strategic alignment of the engineering function within and between the Engine Business Unit (EBU), Power Generation Business Unit (PGBU), Distribution Busi-ness Unit (DBU) and Components Busi-ness Unit in China and globally.
Peng joined Cummins in July 2007, first as the heavy-duty engineering leader in Columbus, Indiana, U.S.A., and then as the China EBU engineering leader be-fore taking the role of executive director – Engineering, China ABO in 2011. Prior
to joining Cummins, he was vice president and chief technical officer of Shanghai Diesel Co., vice president of Engineering of Advance Propulsion Technology Inc., computer aided engineering (CAE)/design leader at FEV Engine Technology and su-pervisor for Chrysler Canada.
New Hires At MiratechMiratech has made several staff ap-
pointments. The company appointed Tim Martin to the position of project manager. Martin, who will be based in the company’s Tulsa, Oklahoma, U.S.A. headquarters, formerly served as the logistics preconstruction and products liaison for Turner Construction in Brent-wood, Tennessee, U.S.A.
Miratech also appointed Jeff Brown as its strategic account manager and Frank Reder as an acoustic engineer. Brown will be based in the Houston, Texas, U.S.A. area and be responsible for handling corporate relationships with Miratech customers in the power generation and gas compres-sion fields. Before joining the company,
Brown was the director of North American sales and marketing for EMIT Technologies.
As an acous-tic engineer, Re-der, who will also be based in the Tulsa headquarters,
is responsible for the design, sizing and production of silencer products and their integration with catalyst products. He pre-viously was a staff engineer for Lewis B. Goodfriend and Associates, a New Jersey, U.S.A.-based acoustical engineering firm.
T. Martin J. Brown
F. Reder
DPI617.indd 3 5/17/13 4:21 PM
Maintaining Good Vibrations
Viscous damper technology adapting to new diesel engine, driveline challenges
By Brian LeBarron
Since the beginning of the diesel emissions era, design engineers at engine, vehicle and equipment manufactur-
ers have been challenged to deliver emissions-compliant, quieter and more fuel-efficient powertrains with-out sacrificing performance and reli-ability. Viscous torsional dampers have continued to be a key technology employed to protect engine internals and improve efficiency.
Developers of high-power diesel engines have generally migrated to-ward viscous damper technology over more basic tuned elastomer compo-nents when looking to reduce internal wear and achieve longer engine life. The broadband damping capability inherent in viscous damper technol-ogy has been demonstrated capable of protecting across multiple frequen-cies and orders and in contrast to ba-
Basic viscous damper design, which originally dates back to the mid-1940s, incorporates a free-rotating inertia ring surrounded by viscous fluid inside a sealed housing. As torsional vibrations resonate the inertia ring, it moves in-dependently in and out of phase with the outer housing. The resulting shear-ing action of the inertia ring through the fluid transforms the vibration into heat, which is dissipated rapidly through the housing.
The increasing use of sophisticat-ed turbocharging technology, high-pressure fuel injection systems and microprocessor optimized combustion strategies to rigorously reduce nitro-gen oxide (NOx) and particulate matter (PM) by raising cylinder mean effective pressures generates greater torsional vibration amplitude at the crankshaft. Elevated mean effective pressures put a tougher demand on the viscous damper to provide the necessary damping control. The inertia ring inside a viscous damper must compensate quickly and predictably to keep ampli-tude within a range the crankshaft will tolerate and prevent frequency orders from stacking and causing damage.
To meet these ongoing demands, yet keep a simple and cost-effective solution, much research and develop-ment has been placed on the internal components of the damper. In today’s
sic elastomeric designs, can become more effective as vibration amplitude increases. Incorporating a sealed housing to prevent contamination and engineered for enhanced heat disper-sion properties, viscous dampers can be capable of very long life cycles in high-power applications.
Diesel Progress international 70 JUne 2013
Powertrain
Basic viscous dampers incor-porate a free-floating inertia ring surrounded by a viscous fluid within a sealed housing. As tor-sional vibrations resonate the in-ertia ring, it moves independent-ly from the outer housing and the resulting shearing action trans-forms the vibration into heat.
Brian LeBarron is a marketing representative at Vibratech TVD, a global supplier of viscous dampers in Springville, New York, U.S.A.
Modern viscous dampers are generally de-signed specifically for each application using technologies such as finite element analysis, which can identify specific stress points gen-erated by factors such as load and speed.
DPI618.indd 1 5/17/13 4:36 PM
Powertrain
Diesel Progress international 71 JUne 2013
has changed significantly. Standard-ized computer simulation software and telecommunications provide design teams the flexibility to work together effectively regardless of location. Complex computer simulation testing and predicted modeling of a damper design now takes place before any prototypes are made. Combined with the advent of rapid prototyping to confirm envelope specifications, the time involved during the development phase is reduced, allowing manufac-turers to bring new engines and tech-nologies to market at a much faster pace than even 10 years ago.
While viscous dampers have long been a key component on larger, higher-horsepower diesel engines, increasingly manufacturers of smaller engines have sought to take advan-tage of their benefits as well. And even hybrid drivelines and other alternative powertrain configurations have em-ployed the flexibility and capabilities of viscous torsional dampers to reduce vibrations, noise emissions and en-hance service life.
On the engine or in the driveline, vis-cous damper technology will continue to develop and play a key role in the performance and reliability of over-the-road and off-highway equipment. dpi
shaft noise before a resonance point is reached. This can yield reduced noise and component wear.
Achieving precise functional pa-rameters with the amplitude flexibility and long life of a traditional viscous damper is accomplished with today’s precision machining technology. Mul-tiaxis CNC lathes and mills are also capable of incorporating complex features into the outer housing for pulley features and system assembly configurations, such as provisions for power takeoffs. Finally, through advancements in machining technol-ogy, complex internal configurations can be used to provide for higher speed requirements.
The manufacturing of viscous damp-ers has been transformed into a near fully automated process created by a workforce of CNC machinists and pro-grammers. Robotic automated produc-tion utilizing various laser capabilities improves productivity and focuses the attention on delivering consistent high quality across scalable quantity.
For OEM powertrain teams to main-tain reliability and performance more im-portance is being placed on the viscous torsional damper. As such, collaborat-ing with specialists in torsional vibration analysis and damper development is the surest method to finding the best solu-tion for each specific application.
The way organizations collaborate today to develop a viscous damper
dampers, the fluid used between the inertia ring and the outer housing has been formulated to hold viscosity tol-erances through extreme temperature ranges. In addition, improvements in nonmetallic bearings have been em-ployed to reduce internal damper fric-tion and minimize wear particles often seen in traditional metallic ones. Both advances have also contributed to a longer damper service and replace-ment life cycles.
While new advances in perfor-mance have put more responsibility on the viscous damper to protect the crankshaft, overall engine size con-straints, improved fuel economy, noise reduction and longer service interval requirements have led some engine manufacturers to also consider em-ploying viscous damper technology on camshafts. The addition of a small viscous damper mounted to the cam-shaft system can help improve valve timing efficiency, reduce chain slap and gear chatter and quiet down the overall valvetrain system.
Similarly, continuing efforts to im-prove the reliability of the drivetrain and reduce noise emissions have also furthered the development of driveline viscous dampers. Determining drive-line vibration frequencies requires a comprehensive analysis of the sys-tem. Once optimum operating param-eters are determined, a viscous damp-er is constructed to reduce individual
For More inForMationwww.vibratechtvd.com
Manufacturing technology has been a key factor in the continuing development of viscous dampers. Laser cutting and welding sys-tems are used to ensure the precision and integrity of damper housing seal, while robotic production processes are used to ensure consistent quality.
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DAF has launched two trucks incor-porating Euro 6 engines. The Dutch-headquartered subsidiary of Paccar has unveiled its Euro 6 LF and CF trucks, which have the engines includ-ing the new Paccar MX-11 and Pac-car MX-13 diesels.
DAF said the LF was developed for distribution transport, with the CF seen as applicable for a wide range of applications from 18 tonnes to combi-nation weights of 44 tonnes-plus. The Euro LF and Euro CF series have PX-5, PX-7, MX-11 or MX-13 engines with ratings of 112 kW to 375 kW. The vehi-cles utilize ZF transmissions through-out the range — five-, six-, nine- or 12-speed manual transmissions as standard, depending on the model.
China Yuchai International Ltd. (CYD), one of China’s largest manufac-turers and distributors of diesel engines through its main operating subsidiary, Guangxi Yuchai Machinery Co. Ltd. (GYMCL), reported that its engine sales were essentially flat in the first quarter of this year. GYMCL sold 130,744 units in the first quarter of 2013 compared with 131,697 units in the same quarter a year ago, representing a decrease of 953 units, or 0.7%.
GYMCL said it would also launch 12 new engines this year, with seven National 5 compliant natural gas en-gines and the others National 4 com-pliant diesels.
Caterpillar Inc. is exiting the tunnel boring machinery business. The com-pany said it is closing its manufacturing facility in Toronto, Ontario, Canada by mid-2014. Caterpillar acquired the fa-cility in 2008 when it bought Lovat Inc., but now says the plant is no longer a
“strategic growth opportunity” and will be shut down. Parts and service sup-port will be continued through 2016.
Nelson Global Products Inc., a global supplier of tubular and exhaust products for commercial vehicle mar-kets, announced that it has acquired Metalurgica Envall, a family-owned tube and hose assemblies manufac-turer in Rio Grande do Sul, Brazil. No financial terms were disclosed.
Envall manufactures hydraulic and structural tubes and low-to-high pres-sure hydraulic hoses for a range of mobile applications including agricul-tural equipment. The company will continue to operate its 90,000 sq.ft. manufacturing plant.
Hertz Equipment Rental Corp. has entered into a franchise agree-ment with Consolidation Services Inc. through its wholly owned subsidiary Mongolia Equipment Rental Corp. Consolidation Services will have the exclusive license to provide rental equipment in Mongolia utilizing the Hertz Equipment brand and propri-etary system, starting on July 1, 2013.
The Yokohama Rubber Co. Ltd. will construct a new plant to manu-facture truck/bus tires in the United States. With a capital investment of US$300 million, the Japanese tire maker will build the new plant in West Point, Mississippi. The plant will have an annual production capacity of one million tires, the company said. Con-struction is expected to begin by Sep-tember of this year and tire production will begin in October 2015.
Tognum subsidiary MTU Friedrich-shafen has broken ground on a new R&D test facility at its main engine
plant in Friedrichshafen, Germany. The company said it will invest more than €60 million in the project by 2015 and the facility will allow the company to run functional tests on newly devel-oped engines and help develop new combustion processes, engine control systems, engine-specific exhaust gas aftertreatment systems and gaseous-fueled engines.
The first phase is expected to cost around €40 million and is scheduled for completion at the end of 2014. The second phase will be finished by the end of 2015 at a cost of about €22 million.
Tata Technologies, part of In-dia’s Tata Group, announced it will acquire Cambric Corp., a Salt Lake City, Utah, U.S.A-based engineering services company. Financial details were not provided. Cambric provides system level engineering and design capabilities in engine, powertrain, chassis/structures, body, electrical and hydraulic systems. The private-ly held Cambric had revenues of US$25 million in 2012, with the ma-jority coming from the construction and heavy equipment sectors. The transaction is subject to customary closing conditions.
As part of its Asia Business Model strategy, Daimler Trucks announced that it would begin manufacturing Fuso brand commercial vehicles in Chen-nai, India, for distribution and sales in export markets as early as in the sec-ond quarter. The production will be as the result of a cooperative effort from subsidiaries Mitsubishi Fuso Truck and Bus Corp., Kawasaki, Japan, and Daimler India Commercial Vehicles Pvt. Ltd. (DICV), Chennai. dpi
DAF Euro 6 Trucks Launched … Flat Year For Yuchai … Caterpillar Exits Boring Business … Nelson Makes Brazilian Buy … Hertz Makes Moves In Mongolia …
internationalbusinessreport
Diesel Progress international 72 JUne 2013
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