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Where’s The Octopus Lady?
Mike [email protected]
DIESELPROGRESS®
EDITORIAL & SALESMichael J. Osenga ..........................................PublisherMichael J. Brezonick....................Associate Publisher/
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DIESEL PROGRESS® NORTH AMERICAN EDITION(ISSN 1091-370X) Volume 76 No. 6 — Published monthly byDiesel & Gas Turbine Publications, 20855 Watertown Road,Waukesha, WI 53186-1873, U.S.A. Subscription rates are $85.00per year/$10.00 per issue. Periodicals postage paid at Waukesha,WI 53186-1873 and at additional mailing offices. Copyright 2010DIESEL & GAS TURBINE PUBLICATIONS.CanadianPublication Mail Agreement # 40035419. Return UndeliverableCanadian Addresses to: P.O. Box 456, Niagra Falls, ON L2E6V2, Canada. E-mail: [email protected]: Send address changes to: Diesel Progress NorthAmerican Edition, 20855 Watertown Road, Suite 220,Waukesha, WI 53186-1873.
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TOP DEAD CENTER
One of the joys of my short daily commute used to be an occasional encounter withthe Octopus Lady. I would see her in a green SUV and watch her simultaneously talk-ing or texting on a cell phone, smoking a cigarette, drinking a cup of coffee, writingnotes on a pad on the dashboard, waving to me, and oh yeah, driving her car.
The latter task seemed almost secondary.At my local Ace Hardware store a few weeks ago, I was trying to give the guy at the
service counter something to be sharpened. He was a.) trying to write my ticket; b.) cut-ting a key for someone else; c.) giving advice about the right kind of pipe for some-body’s project (“not PVC for that Louie!”); and d.) answering the phone.
So what should have been a 30-second, name, phone number, pick-it-up-Tuesdayprocess took five minutes. Not the most patient sort anyway, I wasn’t exactly happy.Louie probably got bad advice on the pipe. I suspect the key was cut wrong and thepeople on hold were likely not smiling.
So tell me again why multi-tasking is a good way to do things? Explain to me againwhy it’s efficient? At the hardware store, multi-tasking managed to make all three cus-tomer bases unhappy, get Louie to make a mistake and none of the individual jobswere done right.
Why do we do this to ourselves?I know the answer. Too much to do. Too little time. And after 2009, fewer people to
do a level of work that hasn’t decreased.I get that.And, I’m as guilty as anyone. If I have 20 minutes before a flight, boom — check e-mails,
send texts, surf the web. Guilty. Very.But frankly, it’s gotten away from us. Technology has been promoted as an enabler,
but it has become a disabler. I know, I know. Put the iPhone away, back away from the laptop. Read a book.
Good luck with that. These technological toys have an incredible ability to take over ourlives. We let them. And we say it’s a good thing.
The level of ludicrous has risen to the point where states are now having to passlaws saying it is illegal to text while you’re driving.
States have had to take legislative action to say: “No, you shouldn’t Tweet, text orsend e-mails while at the control of tons of iron, steel, plastic and rubber going 75 mphon a crowded road.”
We have to pass laws telling us not to do that? How stupid is that?These very accessible, helpful, even fun tools are cutting us off from reality. We’re
viewing life through a 2x4 inch screen. We’re multi-tasking ourselves into a corner. We are definitely able to do more. We
have to. But are we really doing it better? Any of it?It isn’t more efficient. It isn’t more effective. And we’re losing focus because the
plate’s too full. And so I wonder, having not seen her in a year, if the Octopus Lady didn’t eventually
text one time too many? dp
DPNA494.qxp 6/1/10 12:32 PM Page 1
JUNE 2010www.dieselprogress.com
TOCdp
ENGINE YEARBOOK22 The Year In Review — At This Particular
Point In Time …24 The 31st Annual Engine Yearbook70 Alternatives Yearbook — Looking Forward
To What’s Next
PRODUCTS6 Tier 4 Cooling Demands Expand Fan Drive
Motor Features78 Lincoln Adds To Engine-Driven Welder Line80 Neither Rain, Nor Snow …92 Barring Engine Service Issues
TECHNOLOGY20 An Out-Of-The-Blue Hydraulic Concept85 Variable Answers For Emissions
Challenges 98 (Turbo) Charging Toward New
Opportunities
INDUSTRY NEWS12 Diesel Publications Mourns Rob Wilson14 A Wheel Big Deal For Tier 416 The Reshaping Of Caterpillar Continues
82 Taking On The Next Tier 4 Threshold88 Staying A Step Ahead96 Komatsu Launches Tier 4 Interim Engines
100 A Force In The Aftermarket108 Building Onto An Engine Rebuilding Facility110 Marine Makeover
COLUMNS2 Top Dead Center — Where’s The
Octopus Lady?4 Street Smarts — Shift-It-Yourself
Transmission’s Days Are Likely Numbered10 Trendlines — Show Vs. The Volcano —
And The Show Won Out68 Emissions & Alternatives — Capstone
Microturbine-Powered Boat … CARBCites Changes To Voucher IncentiveProgram … Paccar Receives 2010 EPACertification …
102 Order Book — Oshkosh Receives MoreTACOM Orders … Big Truck Sale ForKenworth … Two Afghan Awards ForNavistar Defense …
112 Global Business Notes — Sumitomo BuysRest Of LBX … Volvo/Deutz To ContinueWith Engines … Cat Adds To Rail Portfolio… Daimler, Allison Extend Pact …
MEMBER OF
dpBULLETINS8 Diesel HR
9 Dateline
12 Dotcom
77 Product Information Center
83 Powerlines
91 Product Pipeline
104 Advertisers’ Index
106 Marketplace
June 2010 DIESEL PROGRESS NORTH AMERICAN EDITION 3
A Wheel Big Deal For Tier 4 — Page 14
Turn To Diesel Progress Online www.dieselprogress.comCover illustration courtesy of John Deere Power Systems. Cover designed by Amanda Ryan
CONNECT WITH DIESEL PROGRESSYou can read Diesel Progress North
American both electronically or in print. The twoeditions are identical in content, but the electron-ic version, delivered via e-mail, allows you toimmediately connect with articles and advertis-ers in every issue through the Internet or e-mail.
But you have to have a subscription to oneor the other to do that. And, to do that, go to: http://www.dieselprogress.com/subscribe.asp
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June TOC.qxp 6/3/10 4:33 PM Page 1
While in Europe recently —where incidentally I saw aVolvo VT880 just outside
Montpellier, France — I fell to musingabout the different cultures and the trucksthey produce. There, a conventional suchas the Volvo VT is a real standout amongthe tall, flat-fronted cabovers. And I meantall, with at least four steps up to a cab floorthat you cannot see while standing on theground. So tall are they that the mildly ele-vated roofs to allow standing in the cab areright at the height of the tall trailers and thecabs are so wide they are right out to thetrailer width as well.
And talk about close-coupled! The cabside extenders are hinged to let the driversqueeze in between tractor and trailer toget to the air and electrical connections.
To get the trailer swing clearance withsuch a small gap, the kingpin is set wayback under the trailer, so the trailer tridemalso sits forward under the trailer to keepthe weight balanced and the trailer is off-track way less than a 53-footer here.However, the driver really has to watch thetrailer nose, especially turning in through agate, as it swings wide in a turn.
Fortunately, though, for the most part,the driver is not fiddling with the gear stickat the same time. And thereby hangs anirony: Most American cars are automatics,most Europeans are stick; most Americantrucks are manuals and most Europeansare automated.
I believe the shift-it-yourself truck trans-mission’s days are numbered here as in
Europe. It just makes so much sense totake over a chore for the driver and arequirement to make decisions aboutengine speed, truck speed, grade and soon, and let the truck make its own deci-sions that will likely deliver better fuel econ-omy at the end of the day than most gearjammers can achieve. But the passing ofthe constant mesh transmission will likelybe mourned by some.
It’s like the disappearance of the twin-stick, much beloved by those who hadmastered it but no longer in any databook.You just can’t order a truck with a“Brownie” any more.
Many years ago, I borrowed one of thelast Peterbilt 359s built with a two-sticksetup. It was probably around 1984, andback then conventional tractors were beingspec’d with longer and longer wheelbasesas the Surface Transportation AssistanceAct of late ’82 removed the tractor from atruck’s length regulation. Spec’ing a mainand an auxiliary transmission could elimi-nate the center propshaft bearing requiredin some of the long wheelbase tractors —an expensive alternative but very cool forthems that could shift it.
As for me, as I staggered out of EngsPeterbilt (Rush Peterbilt Truck Center) inPico Rivera, Calif., I had no clue how toshift it. So just out of sight from the dealer-ship I found a shady spot, parked and setthe brakes, then dug around in the glovebox for the transmission manuals.Fortunately they were there and, calculat-ing the ratios in the main five-speed andthe auxiliary four-speed, I had some ideaof the shift progression.
And then the fun started.The arrangement was very sweet with,
in many cases, the ratios of a main gearand overdrive in the auxiliary closelymatching the next main gear and low in the
auxiliary. This overlap was to prove a life-saver in some of the climbs on my testroute back then, that climbed out of the LosAngeles basin over I-5’s Grapevine, thenover Tehachapi and out to the MojaveDesert. If memory serves right, this Peteboasted a 400, or maybe even a 425, andI always ran loaded to close to 80,000 lb.,so there were gearshifts aplenty.
Starting out in first in the main box andlow in the auxiliary, the truck eased awayand I picked up the short gears in the aux-iliary. The compound shift was a trick: Justlike in the old days with the 13-speed, youmake the splitter shift in the higher geargoing up or down. So the shift from one totwo means a mean lever shift then a down-shift in the auxiliary to direct — no low —then get on the foot-feed again. The thingwith a two-stick is never to get into twoneutrals at the same time, as finding a gearbecomes impossible. To do this com-pound shift promptly takes two hands, soyou feed the left arm through the wheel tokeep the truck pointed in the right directionas you make the compound shift.
And so it went, up through the transmis-sion, then down again for grades. But Iremember the auxiliary was really slick asyou dropped or added just a few rpm witheach no-clutch shift — the shifter wouldslide easily into gear with no clash and theoverlapping ratios were a lifesaver in along climb.
It was great fun and a learning experi-ence, but I am glad I am not sharing thehighways today with drivers steering thetruck through the steering wheel whiletwiddling the twin-stick. As Schneider’ssafety guru Don Osterberg said, theautomated transmission is one of thegreatest safety improvements ever tocome to trucking.
Grudgingly, I have to agree with him. dp
Shift-It-Yourself Transmission’sDays Are Likely Numbered
STREETSMARTSSTEVE STURGESS [email protected]
STREET SMARTS IS A MONTHLYCOLUMN DEVOTED TO THE
ON-HIGHWAY TRUCK MARKETS.STEVE STURGESS IS
EXECUTIVE EDITOR OFHEAVY DUTY TRUCKING.
4 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
DPNA495.qxp 6/3/10 4:37 PM Page 1
IT’S ALL ABOUT FOCUS.
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MOBILE HYDRAULICS
Tier 4 CoolingDemands Expand FanDrive Motor Features
Sauer-Danfoss’ SGM2 andSGM3 aluminum fan drivegear motors now offer several
new features intended to help equip-ment manufacturers achieve Tier 4interim and Stage 3b engine emis-sions compliance. The new featuresinclude integrated reversing and pro-portional valves; a bi-directional motorfor remote HIC reversing valves withshaft seal protector and cast-ironcover; and outrigger bearings for slew-ing, high vibration and oscillating fandrive applications.
In addition to these features, theSGM3 also offers 3600 psi pressurecapability across all displacements.The SGM motors were introduced in2009 and now have been enhanced forhigh-performance fan drive systems.
“With Tier 4 and Stage 3b dieselemissions regulations, we’ll haveapplications with higher-horsepowerfans, more aggressive duty cycles,
and higher temperatures,” said RobArndt, product sales support managerfor Sauer-Danfoss. “Because newvehicle systems will reject more heat,the fans operate longer and moreoften for cooling.”
With the new features, the SGMmotors now run in both directions toquickly clean radiators of dirt andchaff, offering a flexible option for fandrive systems. “The base models al-ready helped recapture some of thelost power from the constraints im-posed by emissions standards,” Arndtsaid. “These enhancements help re-cover additional power.”
On both the SGM2 and SGM3motors, two anti-cavitation shockvalves are standard, with open transi-tional directional control valve spools,protecting the motors during high-performance fan reversals.
The SGM2 and SGM3 are not pres-sure derated due to poor valve per-
formance, Sauer-Danfoss said. In ad-dition, they have two valves, helping toclip pressure spikes in both directionsof fan rotation, Arndt said. These twofeatures allow the equipment manufac-turer more power utilization, due tohigher pressure capabilities.
The SGM2 model features the D03valve, a two-position directional valvethat controls fan rotation. The SGM3unit incorporates the D05 valve. High-temperature seals allow operationfrom -4° to 230°F. With its 3600 psipressure capability, the SGM3 can beapplied on higher-horsepower fans,Arndt said.
The design of the SGM2 and SGM3aluminum motors includes a steelrear cover to handle higher pressureand durability requirements, withequally matched valves. In addition,outrigger bearings provide increasedcapability for heavy metal fan bladesand for machines that swing withhigher gyroscopic loads.
Arndt said the use of outrigger bear-ings means the fan drive motors canbe used with higher horsepower fansor in high shock, radial and axial load,slewing and oscillating applications. Adust protector comes standard with theoutrigger bearing for extended life.
New outrigger bearings are avail-able for all existing SGM2 and SGM3fan drive motors. The motors comestandard with 12 or 24 V Deutschconnectors to handle dusty and dirtyoperating conditions.
The SGM2 and SGM3 fan drivemotors come assembled as a singlepiece, including the factory-sealedoutrigger bearing and integratedreversing function.
An electronic interface makes theSGM motors fully PLUS+1 compliant tointegrate with PLUS+1 microcontrollersand other compliant products, includingsensors, joysticks and graphical dis-play terminals. dp
Tier 4 and Stage 3b diesel emissions regulations, which have resulted in higher-horsepowerfans, more aggressive duty cycles and higher temperatures, have led Sauer-Danfoss to ex-pand the features of its SGM2 (pictured) and SGM3 aluminum fan drive gear motors.
6 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
DPNA504.qxp 6/1/10 12:37 PM Page 1
US: www.kubotaengine.comCanada: www.kubota.ca
Kubota's 25,000 employees areputting what really matters first.
120 years of leadership, innovation and concern forthe environment by Kubota's three business units:
Farm & Industrial Machinery, Water & Environment Systems and Social Infrastructure.
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
Kubota.indd 1 5/13/10 1:00:42 PM
RYPOS: Rypos has named JimMcDonald as its national sales manager.McDonald will lead the sales team acrossall diesel particulate filter (DPF) marketsegments, focusing on expanding distribu-tion channels to make product access easi-er and more efficient for the customer.
Eaton Names Randrianarison President –South America Region
Eaton Corp. has named PatrickRandrianarison to president – SouthAmerica. In this capacity, he will be respon-sibile for leading Eaton’s business in theregion with a specific focus on growingsales, transferring best practices, buildingorganizational capabil i ty, supportingEaton’s regional business leaders andstrengthening the Eaton brand throughoutthe region. He will also continue in his cur-rent role as president of Eaton’s SouthAmerica Vehicle Group, and will remainbased in Valinhos, Brazil.
Randrianarison began his Eaton careerin 1986 as a manufacturing engineer atthe former Eaton truck facility in Saint-Nazaire, France, and held numerousroles in manufacturing, program manage-ment and operations before being namedplant manager in 1998. In 2001, hebecame plant manager at the San LuisPotosi, Mexico, truck facility, and in 2005was named director – Qual i ty, Op-erational Excellence and Operations for
the Heavy Duty Transmissions Division inGalesburg, Mich. He became generalmanager of the Brazil light- and medium-duty transmission business in 2007 and,in 2009, was named to lead the VehicleGroup in South America.
Starup New CNH VP In EuropeCNH has appointed Henrik Starup vice
president, Construction Equipment Europe.Reporting to James E. McCullough ,president and CEO of CNH’s Construc-t ion Equipment Business, Starup isresponsible for further developing andstrengthening the Case ConstructionEquipment and the New Holland Con-struction brand positioning. Starup joinsCNH from Iveco and brings to his newrole over 20 years’ experience in salesand marketing gained through leadershippositions held in Denmark, the Nordiccountries, Germany and at Europeanlevel for the light, medium and heavy line.Most recently, he was general managerfor the German market.
Ex-Volvo CE Head To LeadDoosan Construction Business
Doosan Infracore Co. Ltd., part ofKorea’s $18.2 billion Doosan Group, hasannounced that Anthony C. Helsham hasjoined Doosan Infracore as CEO ofDoosan Infracore Construction Equipment,a global alliance of the CE businesses ofDoosan Infracore Co. Ltd. and its affiliates,
including Doosan Infracore InternationalInc. Helsham comes to Doosan after a 30-year career at Volvo including a stint asCEO of Volvo Construction Equipmentfrom 2000 to 2008. He was also head ofVolvo’s Korean operations from 1998 to2000. He most recently led Volvo's SoftProducts business from its headquarters inSweden.
New President For GehlGehl Co. has announced that Daniel L.
Miller has succeeded Malcolm “Mac” F.Moore as president of Gehl, effectiveApril 1. Miller joined Gehl as director ofmanufacturing operations in October2001 and was appointed vice president,manufacturing operations in December2005. Prior to joining Gehl, Miller held avariety of senior management positions inmanufacturing and distribution at WoodsEquipment Co.
Gehl also said it has promoted SergeBosché to vice president of sales and mar-keting, effective immediately. In his newassignment, Bosché will have responsibilityfor all sales and promotional activities inthe Americas region for Gehl and ManitouB.F. Bosché joined the Gehl organization inFebruary 2009 following the acquisition ofGehl by Manitou B.F. in October 2008. Inaddition to his new responsibilities, Boschéwill continue to serve as the president andCEO of Manitou North America Inc., a sis-ter company located in Waco, Texas.
dpDIESEL HR
June_DieselHR.qxp 6/2/10 2:39 PM Page 1
AUGUST *Aug 17-18NFPA 2010 Industry Outlook Conference -Westin Chicago North Shore, Chicago, ILNational Fluid Power Association3333 N. Mayfair Road, Suite 211Milwaukee, WI 53222Tel: (414) 778-3344Fax: (414) 778-3361E-mail: [email protected]: www.nfpa.com
SEPTEMBER*Sept 12-14EGSA’s Fall Technical & Marketing Conference -Hyatt Regency Newport Beach Newport Beach, CAElectrical Generating Systems Association1650 South Dixie Highway, Suite 500Boca Raton, FL 33432Tel: (561) 750-5575Fax: (561) 395-8557E-mail: [email protected]: www.egsa.org/meeting/fallconference.cfm
*Sept 27-30Diesel Engine-Efficiency & Emissions Research (DEER) Conference -Detroit, MIU.S. Department of Energy (DOE)Tel: (800) 608 7141E-mail: [email protected]: http://www1.eere.energy.gov/vehiclesandfuels/resources/conferences/deer/index.html
OCTOBER*Oct 5-6SAE Commercial Vehicle Engineering Congress -Stephens Convention CenterRosemont, ILSociety of Automotive Engineers400 CommonwealthWarrendale, PA 15096-0001Tel: (724) 772-4081Fax: (724) 776-0210Web: www.sae.org/events/cve/
*Oct 28-30Green Industry and Equipment Expo -Kentucky Fair and Exposition Center, Louisville, KYSellers Exposition2222 Pearl Street, Suite 300New Albany, IN 47150Tel: (812) 949-9200Fax: (812) 949-9600E-mail: info @gie-expo.comWeb: http://www.gie-expo.com
NEED MORE INFORMATION ON INDUSTRY SHOWS? TURN TODIESEL PROGRESS ONLINE: WWW.DIESELPROGRESS.COM*INDICATES SHOWS IN WHICH DIESEL PROGRESS NORTH
AMERICAN EDITION WILL PARTICIPATE.
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June Dateline.qxp 6/2/10 1:56 PM Page 1
Iwas one of the lucky North Americans tomake it to Bauma in Munich, Germany. Iwas supposed to be at the show for
seven days, but only made it for three. Threeis better than nothing, and nothing is what alot of friends had to settle for this year.
The Bauma show is the largest con-struction and mining machinery show inthe world, and it is truly an internationalevent. This year Bauma was held in mid-April, and the volcano in Iceland startedmisbehaving just about the time most peo-ple were getting on airplanes and headingfor Western Europe.
As a result, Bauma had a lower atten-dance level for the first few days, but atten-dance improved each day, particularly asEuropean air travel reopened. By the endof my stay, the aisles were full andexhibitor stands were crowded.
Beyond the travel disruptions, the maintopics of discussion in Munich were themarket environment around the world andchanges to engine emissions standardscoming to Europe and North America inJanuary 2011.
Emissions have been known for severalyears as an event that you either make ordon’t make. If you make it, OK, then you arestill in business. If you cannot make it thenyou’re history. Most of the engine suppliers Ifollow closely are all going to be here in2011. So while it was a topic for discussion,it seems clear that most of the companiesthat supply diesels to the OEMs and theOEMs that make their own engines aregoing to be around for another day.
The bigger question dealt with theresurgence in the machinery industry dur-ing the early months of 2010. The fact that
many of the bigger OEMs are touting prod-uct sales through their financial reportsearly in the year is causing concern withvendors who are wondering if the marketsare coming back strongly and whether ornot to start hiring people back. Manybelieve that this bounce in business is tem-porary and could fizzle out when invento-ries are back to normal.
I am in this camp and cannot deny that Iam concerned. We have just gone through avery debilitating recession and have notrecovered to a point in North America that iseconomically satisfying or even that evident.Unemployment is still close to 10% and notimproving much. Construction is strugglingto find a foothold. It should be noted that I’mtalking about the markets in North Americanow, rather than the emerging markets.
The real question keeps coming downto one issue: where are the projects forcontractors and why do those contractorsneed to buy new machines when there is aglut of new (used) machines in the field?Have OEMs forgotten that business hasbeen declining over the past two to threeyears and that utilization time for mostequipment has dropped considerably dur-ing that period?
This is nothing new following an eco-nomic slowdown, particularly a severerecession considered the worst we havehad in 80 years. Slightly used machinery(and there is a lot of it) is very functionaland does not need to be replaced like 15-to 20-year-old equipment that is no longerright for heavy work.
To top it off, we are not aware of dealershaving excessive demand for newmachines in North America. Rental housesare also selling, not buying, machinery, andcontractors we have talked to have no newjobs. Some have attended auctions, buyingon opportunity to replace some of their veryold equipment. Contractors everywhereare desperate to find work. They are notlooking for new machines to fill their fleets.
States do not have money, counties andmunicipalities are tight on budgets and cer-tainly contractors are not flush. So where isthe business coming from?
In our opinion, the inventory-building thatis going on now for most OEMs is really atemporary measure that will not last, at leastnot in North America. There is little questionthat the machines being manufacturedtoday will sell at some point, particularlywith the upcoming change in emissionsstandards. Machines built this year will carryTier 3 engines and those built in 2011 willhave the new Tier 4 interim engines.Perhaps the OEMs are getting ready forgrowth in sales in 2011 and are willing toincrease their inventories in 2010 beyondwhat the market needs with the aim of sell-ing those 2010 machines in 2011.
The gamble, if this is the case, is thatgrowth in demand will return later in 2010or more certainly by early 2011. From ourviewpoint, we see few projects coming onstream this year, with some improvementnext year but nothing really substantialuntil 2012. So the jump to get inventoriesback in line with “real” demand may beahead of itself on the curve.
There was little question from listeningto visitors at the show that the global eco-nomic recovery is slowly moving in a posi-tive direction in several places, particularlythe emerging markets. The Europeanmarket as a whole is slipping and sliding,with little or no growth to speak of. LatinAmerica is showing minor signs of gettingbetter, with Brazil as the bright spot rightnow. China and India are key marketswhere growth and construction are makinggood, positive steps forward. Most othercountries are still languishing.
Bauma 2010 was very good in that thoseof us who made it there got a chance totouch base with our friends and clients(those that could make it) and come awaywith a better understanding — somethingwe all need in these times of uncertainty. dp
Show Vs. The Volcano —And The Show Won Out
TRENDLINESCHARLES YENGST www.yengstassociates.com — [email protected]
CHARLES R. YENGST ISPRESIDENT OF
YENGST ASSOCIATES,WILTON, CONN.
10 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
DPNA505.qxp 6/1/10 12:37 PM Page 1
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
©2010 Caterpillar. All Rights Reserved. CAT, CATERPILLAR, their respective logos, “Caterpillar Yellow” and 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.
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INDUSTRY NEWS
Diesel PublicationsMourns Rob Wilson
Diesel & Gas Turbine Publi-cations mourns the untimelypassing of Robert A. Wilson,
our former president and chief execu-tive officer, on April 29. Wilson was 68.
Wilson joined Diesel & Gas TurbinePublications from Chilton Co. in 1979as vice president and editorial directorfor North American magazines. Nineyears later he became general man-ager of the company’s headquartersoperation in Waukesha, Wis., and in1991 was named president. In 2005,after a stint in Detroit as publisher ofDiesel & Gas Turbine Publications’Automotive Industries magazine, hereturned to the company’s headquar-ters as CEO, a position he held untilhis retirement in spring 2007.
Prior to his career at Diesel & GasTurbine Publications, Wilson servedin editorial positions at Iron Age mag-azine, and was editor-in-chief ofAutomotive Industries and Truck &Off-Highway Industries magazines.He was a graduate of the Universityof Pennsylvania and served in theU.S. Navy.
“Rob Wilson was critical to the
success of Diesel Progress maga-zines, along with Diesel & Gas TurbineWorldwide and CompressorTechTwo,”said Mike Osenga, president of Diesel& Gas Turbine Publications. “In manyways he brought the company and themagazines kicking and screaming intothe 20th century in thinking and in practice.
“He was a larger-than-life figure, atrue character, the type not foundmuch anymore in publishing, or inbusiness today. His love of the printedword, of the printing industry, andespecially his commitment to editorialexcellence, are his legacy to all of us.”
Along with his management respon-sibilities at Diesel & Gas TurbinePublications, Wilson was an activecontributor to the editorial of DGTPpublications, authoring nearly 500 fea-ture articles for Diesel Progress,Diesel & Gas Turbine Worldwide andCompressorTechTwo. He also authored“Street Smarts,” a monthly column inDiesel Progress dedicated to the on-highway engine and vehicle markets,from January 1995 to October 2002,and was publisher of the Diesel & GasTurbine Worldwide Catalog from 1991to 2002.
A passionate devotee of the writtenword in all its forms, he was renownedfor being able to declaim long pas-sages from poets and authors suchas Robert Burns and Lewis Carroll, aswell as his enjoyment of puns andclever wordplay.
He is survived by his wife of 41years, Rusty, and sons Joel andRichard. No details are yet avail-able concerning a funeral or memori-al service.
Diesel & Gas Turbine Publicationsjoins Rob Wilson’s many friends andacquaintances in mourning his passing. dp
Robert A. Wilson
12 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
dpDOTCOMPresentations from the 2009 Directions in
Engine-Efficiency and Emissions Research(DEER) conference are now available as down-
loadable PDFs on the U.S. Department ofEnergy’s website. The presentations cover arange of topics including advanced combustiontechnologies, emissions control technologies,high-efficiency engine technologies, thermo-electrics for vehicle applications and fuels, andhigh-performance lubricants. Information can befound at www.eere.energy.gov.
The Association of Equipment Manufac-turers (AEM) has announced a new design for its
ConExpo-Con/Agg website. The ConExpo-Con/Agg tradeshow will be held March 22 to 26, 2011,at the Las Vegas Convention Center. The newwebsite design is the second of AEM’s shows toreceive the new design. The website has addedfeatures for attendees that now make it quicker forexhibitors to move from one AEM show to anoth-er and find information more easily. Visit the web-site at www.conexpoconagg.com.
National Fluid Power Association (NFPA)recently added a media page to its website atwww.nfpa.com/AboutNFPA/newsreleases.asp.The addition is part of the company’s efforts to
provide fluid power industry news to the media.The page features news releases, articles anda media resource section.
DPNA488.qxp 6/3/10 4:39 PM Page 1
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INDUSTRY NEWS
BY MIKE OSENGA
The first Tier 4 interim machineout of the box for John Deereis the model 744K wheel
loader from the company’s WorldwideConstruction & Forestry Division.Currently in field testing with cus-tomers, production models of the744K will begin rolling off the line atDeere’s Davenport, Iowa, plant in thethird quarter of this year, roughly fivemonths ahead of the Jan. 1, 2011, Tier4 interim compliance deadline.
With operating weights of 53,312to 54,527 lb. and bucket capacitiesfrom 5.25 to 5.75 cu.yd., the four-wheel drive 744K is the middle of fivemodels in John Deere’s over-4cu.yd. capacity wheel loader productrange. The complete wheel loaderproduct line for John Deere beganmoving to the K suffix in late 2008,
with the 744K initially debuting in Oc-tober 2008.
So why was the 744K chosen asthe first John Deere machine — inboth the company’s Agricultural andConstruction & Forestry groups — tobe Tier 4 interim compliant?
“The wheel loader platform repre-sents one of the more difficult workcycles to manage with this new emissions technology,” said JahmyHindman, product marketing manag-er, 4WD loaders. “A wheel loader is ‘on the throttle/off the throttle,’repeatedly during its work cycle andas such presented a highly dynamicwork cycle for us. This dynamic workcycle, we felt, would provide us withthe most challenges as we began to transition all our machines for Tier 4 interim.
“The 744K also has widely varyingmarket segments that allow us to col-lect field hours in multiple applicationsand increase our confidence in theperformance, reliability and durabilitybefore introducing this new technolo-gy to our customers.”
Hindman listed commercial andresidential construction projects, load-ing trucks with aggregate, unloadingtrees in a log yard and blowing snowoff roads as typical uses.
The other factor, and one that pro-vides a glimpse of John Deere’s over-all emissions strategy for itsmachines, is the engine for the 744K,the 9.0 L PowerTech PSX diesel. Thesame base PowerTech Plus engineused in the Tier 3 version of the 744K.
“In part, common engine families willdetermine which machines go to Tier 4interim when,” Hindman said. “The744K was selected since it was thelead application for the 9.0 L engine.”
It was also the reason the 744K willbegin production well ahead of theTier 4 interim deadline.
“Obviously, there is a lot of work with-in John Deere in both the Construction& Forestry and Agricultural divisions tobring all these machines to Tier 4 inter-im,” Hindman said. “We needed tospread the workload out and base atleast part of the decision around thosemachines with common engine fami-lies. Obviously resources within eachproduct group also played a role in allthat, but engine families were a majordetermining factor.”
While not detailing the company’smachine-by-machine production strat-egy, Hindman did say Deere wouldbegin introducing a “flood of Tier 4interim machines” as January 2011moves closer.
The 9.0 L diesel in the Tier 4 interim744K has an output of 265 hp at 2000rpm, and a net peak torque of 1074 lb.ft.at 1400 rpm — the same ratings andspeeds as the Tier 3 engine, Deere said.The PowerTech PSX 9.0 L Tier 4interim diesel uses the same basictechnology building blocks as Tier 3,including variable geometry tur-bocharging and cooled EGR. (For
To install the 9.0 L PowerTech PSX diesel in John Deere’s new Tier 4 interim 744K wheelloader, the aftertreatment modules have been located under the hood. The sheet metal atthe rear of the cab was modified slightly to accommodate the addition of the diesel oxida-tion catalyst/diesel particulate filter, as well as changes in the cooling package.
14 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
A WHEEL BIG DEAL FOR TIER 4New 744 K wheel loader is John Deere’s first Tier 4 interimmachine; production scheduled to begin in third quarter
DPNA486.qxp 6/2/10 2:09 PM Page 1
INDUSTRY NEWS
more on John Deere’s Tier 4 interimengine technologies see March2010, Diesel Progress North American).
But the major change for almosteveryone for Tier 4 interim is theaddition of aftertreatment, in thiscase the addition of a diesel oxida-tion catalyst (DOC) and diesel par-ticulate filter (DPF) module. And itnow falls to the equipment designersto find space on the machines forthis engine aftertreatment.
“We replaced the muffler on the Tier3 machine with the DOC/DPF,”Hindman said. “So we had to findspace for these two pieces ofaftertreatment — they occupy morespace and have more umbilicals thanthe Tier 3 engines.
“At the same time, our designteam had a unique challenge as wehad to do this without sacrificing vis-ibility and serviceability.”
On the 744K, Hindman said, theaftertreatment modules have beenlocated under the hood, noting thatthe sheet metal at the rear of the cabhas been modified only slightly toaccommodate the addition of theDOC/DPF, as well as changes in thecooling package.
The 744K wheel loader is the first Tier 4 interim machine to be introduced by John Deere’sWorldwide Construction & Forestry Division. Production models of the 744K will start in thethird quarter of this year; it is powered by a John Deere 9.0 L PowerTech PSX diesel rated265 hp at 2000 rpm, with a net peak torque of 1074 lb.ft. at 1400 rpm.
“We also did quite a bit of customerresearch to determine a location thatwas easily accessible for dealer serv-ice,” Hindman said.
He added that the heat exchangersin Deere’s Quad-Cool cooling pack-age are “slightly larger” due to thehigher heat loads of the Tier 4 interimengine, and a fuel cooler has beenadded. Further, a venturi exhauststack has also been added to helpkeep engine compartment tempera-tures cool. Hindman also said minorchanges were made to the rear of themachine to keep the fore-aft balanceand tip load of the Tier 3 machine.
Hindman also said one of the ben-efits of increasing the cooling capaci-ty was that the engine fan can spinslower, in this case 5% slower thanTier 3, which provides a reduction insound power as well.
More specifically, he noted that withthe fan speed reduction, better seal-ing of the engine compartment andthe DOC/DPF replacing the muffler,the 744K has a 50% reduction inexternal sound power and 25%reduction of interior sound pressure.“The 744K was already quiet,” hesaid. “Now we are crazy quiet.” dp
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DPNA486.qxp 6/2/10 2:10 PM Page 2
INDUSTRY NEWS
THE RESHAPING OF CATERPILLARCONTINUESAs July 1 CEO transition from Owens to Oberhelman approaches,Cat shakes up the org chart; first group president headed for Asia
BY MIKE OSENGA
The changes continue in Peoria,Ill., with the announcement inearly May of a reorganization
at the top of Caterpillar Inc., as well asa reordering of the company’s division-al structure. The moves are wide-spread and aggressive. A message isdefinitely being sent here.
The timing for redrawing the or-ganizational chart and the seniormanagement changes come as Catprepares for the July 1 handover ofthe CEO reins from Jim Owens toDoug Oberhelman.
When the dust eventually settles,Caterpillar will have one less group
president, at least five changes atthe vice president level and differentresponsibilities for the presidentsthat remain.
Further, underscoring the impor-tance it places on the Far East in itsgrowth models, Cat will — for the firsttime — have a group president head-quartered in Asia, with the exact loca-tion to be announced.
Cat will also have fewer divisionsand different homes for different busi-ness units within those reshaped divi-sions — the full details of which havenot yet been announced.
This is shaping up to be one of the
most aggressive series of senior per-sonnel and organizational changes atCaterpillar in recent years. These top-of-the-org-chart changes follow a mas-sive 2008 to 2009 restructuring thatsent 30,000-plus contract and directemployees out of the company. Saywhat you will, Caterpillar did not sit idleduring the downturn or in its aftermath.
“In response to the recession oflate 2008 and 2009, Caterpillar madesignificant reductions to our work-force, while also reducing costsacross the company,” Oberhelmansaid. “Our response to the recessionhelped reveal the opportunity tochange Caterpillar’s structure by alsoreducing the number of divisions andgroup presidents.
“I’m proud to work for the globalleader in our industry, but we cannottake our leadership position for grant-ed. The only way we can maintainour leadership position is by helpingour customers be more successfulwith us than they can be working withanyone else. This new structure willmake our company and our peoplemore responsive, more decisive andmore accountable.”
Thus, we are likely looking at thereshaping of Caterpillar Inc.
These changes are the result of acorporate planning process, in part bya Strategic Planning Council led byOberhelman, and a continuation ofthe Vision 2020 strategy first intro-duced by Owens in 2005.
In essence, Oberhelman is puttinghis new senior management team inplace atop a newly reshuffled organiza-tional chart that will likely include hun-dreds of other internal moves through-out Cat over the coming months.
And the marching orders for thenewly restructured Caterpillar are clear,as words and phrases like “attractiveprofitability,” “accountability” and “deliv-er results” pop up all over this latestannouncement, along with the “moreresponsive, more decisive and moreaccountable” statement earlier.
Oberhelman was formerly Cat’schief financial officer, and from his
16 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
New Boss: Douglas R. Oberhelman becomesCaterpillar CEO on July 1 and chairman of the boardon Nov. 1, 2010. Oberhelman has announced asweeping series of top management and organiza-tional changes for the Peoria, Ill.-based equipmentand engine giant.
Headed For Asia: Becoming the first Caterpillar grouppresident to be based in Asia, Rich Lavin will relocateto the Far East later this year, responsible in part forCaterpillar’s machine businesses.
continued on page 18
DPNA489.qxp 6/1/10 12:38 PM Page 1
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INDUSTRY NEWS
comments it is apparent that the prof-itability of any venture will be the keybenchmark for Cat management dur-ing his tenure.
The most notable organizationalchange is that when Oberhelmanbecomes CEO on July 1, he will not bereplaced as a group president. Thenumber of Caterpillar group presidentswill be reduced from six to five, witheach of the remaining group presidentshaving new or different divisions report-ing to them, “organized to providegreater clarity and structure.”
Further — and less well detailed —Cat’s new corporate structure willconsolidate the number of corporatedivisions from 32 to 29.
“We are sharpening our focus andcreating a leaner, more responsiveCaterpillar by giving each group pres-ident greater responsibility and ac-countability for the ultimate successand profitability of their businesses,”Oberhelman said.
Reflecting the increased emphasison profit and results, Ed Rapp, thenew chief financial officer (CFO), andchief legal officer Jim Buda, will nowreport directly to the chairman andCEO. Rapp remains a group presi-
dent and also will be responsible formany of the company’s corporateservices divisions.
As to the shuffling of group presi-dent portfolios, Rich Lavin and SteveWunning will now be responsible forCaterpillar’s machine businesses. Asmentioned earlier, Lavin will make theextraordinary step of relocating toAsia from Peoria later this year.
Group President Gerard Vittecoqinherits part of Oberhelman’s formerresponsibilities for the energy andpower systems businesses, whichincludes Caterpillar’s engine, tur-bines, gas and marine, electric powersystems businesses and its ProgressRail subsidiary. Vittecoq will continueto be based in Geneva, Switzerland,meaning two of Caterpillar’s fivegroup presidents will now be basedoutside of North America.
Group President Stu Levenick willnow be responsible for Cat’s after-market parts and product supportcapabilities, logistics business, re-manufacturing and components, aswell as its global marketing and distri-bution organizations.
As always, retirements are also partof the shakeup, with several vice presi-
dents departing. The list includes: DaveBurritt, vice president and CFO; JimWaters, vice president, production divi-sion; Mark Pflederer, vice president,Electronics and Machine SystemsDivision; Rod Beeler, vice president,marketing and product support; andDan Murphy vice president, global pur-chasing. All were effective June 1.
Also effective June 1, Cat’sElectronics and Machine SystemsDivision’s business units were com-bined with the Advanced SystemsDivision under Vice President HansHaefeli, while the Machine DesignCenter was consolidated into theProduct Development & Global Tech-nology Division led by Vice PresidentTana Utley.
Caterpillar Vice President SteveGosselin, currently president ofSolar Turbines, will replace Beeler,leading the Aftermarket Parts, Pro-duct Support & Marketing Division.Jim Umpleby, currently a SolarTurbines vice president, has beenelected to replace Gosselin as aCaterpillar vice president and presi-dent of Solar Turbines.
Further, Caterpillar is creating anIntegrated Manufacturing OperationsDivision with responsibility for facili-ties located in East Peoria, Decaturand Aurora, Ill.; Monterrey andTorreon, Mexico; Peterlee, U.K.; andThiruvallur, India. Vice PresidentDavid Bozeman, currently responsi-ble for the Core ComponentsDivision, has been selected to leadthis new division, effective June 1.
Meanwhile, the Core ComponentsDivision will be consolidated with theRemanufacturing Division and will beled by Steve Fisher, currently vicepresident, remanufacturing.
Bill Springer, currently vice presidentof the Quarry and Specialty IndustriesDivision, will assume new responsibili-ties, covering Cat’s global paving prod-ucts, forestry products and tunnel bor-ing products. Cat’s Work Tools busi-ness and its Governmental andDefense Products group will continuereporting to Springer as part of the newDiversified Products Division. dp
18 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
New Engine Guy: Gerard Vittecoq, a Caterpillargroup president based in Europe, will assumeresponsibility for the energy and power systemsbusinesses, which includes Caterpillar’s engine, tur-bines, gas and marine, electric power systems busi-nesses, as well as the Progress Rail subsidiary.
Machine Responsibility: Steve Wunning, along withLavin, will be responsible for Caterpillar’s machinebusinesses, leading groups Cat said are devoted tomachine product design and development and a“greater emphasis on quality and manufacturingexcellence.”
DPNA489.qxp 6/1/10 12:39 PM Page 2
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MOBILE HYDRAULICS
AN OUT-OF-THE-BLUEHYDRAULIC CONCEPTBosch Rexroth launches Blue Hydraulics Tier 4/Stage 4 concept; announces hydromechanical transmission joint venture with Dana
BY ROBERTA PRANDI
As the global engine industrymoves toward implementationof EPA Tier 4 and EU Stage 3b
and Stage 4 engine emissions stan-dards, it’s become clear that equipmentmanufacturers will need to take a moreholistic approach to machine design.
With that in mind, Bosch Rexrothpresented its Blue Hydraulics con-cept for hydraulic power manage-ment for Tier 4 compliance at theBauma 2010 exhibition in Munich,Germany. Within the Blue Hydraulicsconcept, hydrostatic drive travel isone key element that represents away to conserve dynamic energy andcut engine emissions. It involves the
use of higher-pressure pumps andmotors to increase efficiency, whichin certain instances may allow for areduction in the diesel engine size,the company said.
To accommodate the higher pres-sures required, Bosch Rexroth hasdeveloped a new generation of pumpsand motors with the Series 40 of A4VGaxial piston pumps and the Series 71of A6VM axial piston motors. Ratedpressure was increased to 6500 psiwith a peak pressure of 7200 psi.
Peter Dschida, Bosch Rexroth vicepresident of sales for pumps andmotors, explained how intelligent hy-draulics can further contribute to com-
plying with Tier 4 by exploiting energyrecovery systems.
“Rexroth employs the mooring con-trol technique for its open-circuitpumps, where variable implement hy-draulic pumps can swivel past zeropoint into the negative range to recov-er excess energy,” Dschida said. “Thenew Series 40 A11VO pumps are anexample of mooring-capable products.
“These pumps can also be used forthe so-called hydraulic flywheel (HFW),where Rexroth suggests the use of anadditional ‘hydraulic flywheel pump’ torecuperate the unused energy from theengine and store it in an accumulator.The energy is then brought back again
Bosch Rexroth’s A4VG axial pistonpump, developed to handle highpressures in the hydraulic powermanagement system, is part of thecompany’s new Blue Hydraulicsapproach to Tier 4 and EU Stage 3band Stage 4 equipment.
20 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
DPNA498.qxp 6/2/10 2:37 PM Page 1
MOBILE HYDRAULICS
via the same HFW unit, when there is aneed for it. The whole circuit is con-trolled by the Rexroth Bodas controllerwith specially developed software.”
According to Bosch Rexroth, thefirst hydraulic flywheel unit has beenintroduced in an Amman roller, whichwas on display at Bauma.
For Tier 4 applications, Bosch Rex-roth also offers its Diesel HydraulicControl (DHC), developed togetherwith engine specialists at Bosch, whichaccording to the company benefitsTier 4 machinery by providing intelli-gent hydraulic and diesel engine con-trol. The DHC system monitors traveland implement hydraulics to signal theexpected load demands on the dieselengines in advance, thus changingloads are anticipated and serious fluc-tuations are avoided.
Bosch Rexroth also announced newtransmission developments, as itrecently launched the Rexroth HVThydromechanic variable transmissionfamily. The launch was followed by theannouncement of a memorandum ofunderstanding for a joint venture withDana Holding Corp. for the develop-ment of HVT transmissions.
Dschida said the idea behind thiscooperation is to combine the knowl-edge and expertise of Bosch Rexrothin hydraulics with the capability andexperience of Dana in transmissionsengineering and manufacturing.
“The joint venture is going to oper-ate in Arco, Italy, where the Dana Off-Highway group has its headquarters,”said Dschida. “The reason for thischoice is, of course, the capabilitiesthere for transmission manufacturing.
“The joint venture will have fullresponsibility for the design, develop-ment and production of the HVTtransmissions, while Rexroth will con-tribute the hydraulic componentshardware and Dana, the gearbox andclutch know-how.”
The first HVT prototypes are current-ly running in the field, and the initial mar-ket focus is on construction machinesand material handling vehicles.
Dschida said the transmission will bebuilt with a modular approach, initially
in two ranges. The R2 HVT will berated for 188 to 240 hp applicationsand the R3 transmission will targetapplications from 240 to 350 hp.Dschida also said that further develop-ments in the hydromechanical com-bination, in the electronic control strate-gy and eventual electric-hybrid sys-tems are possible future efforts withinthe joint venture.
“Sales channels will remain with theexisting structures, so both Dana andRexroth will pursue their usual cus-tomer base,” said Dschida. dp
June 2010 DIESEL PROGRESS NORTH AMERICAN EDITION 21
MAKE A CONNECTION
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DPNA498.qxp 6/2/10 2:38 PM Page 2
AT THIS PARTICULAR POINT IN TIME …Tier 4 interim technology dominates this year’s Engine Yearbook
BY MIKE OSENGA
One of the things our annualEngine Yearbook has alwaysprovided is a great snapshot
of where North America’s industrialengine business is at an exact pointin time.
This being Diesel Progress’ 75th
anniversary year, we’ve been in a his-toric frame of mind and have lookedthrough a number of previous EngineYearbooks. Year after year, even aquick read provides a pretty accuratesense of where we were right then.
For example, especially after 1995when diesels first fell under the CleanAir Act, you saw phrases like “devel-opments to meet upcoming emissionsregulations” sneak into the EngineYearbook with increasing regularity.
Last year it was all about the on-high-way markets. The 2010 truck standardsloomed, and the Engine Yearbook wasfilled with “less filling/tastes great” argu-ments about the merits of SCR versusnon-SCR technologies.
While that discussion has now literal-ly hit the road, it is a long way from over— it’s just less prevalent right now.
There are also things going on inany given year that are obvious evenat a glance. At the same time, thereare also things happening that are notso obvious. So it is with this 31st edi-tion of the Engine Yearbook.
This year, it’s obvious that 1/1/11 is
less than six months away. That, ofcourse, means Tier 4 interim, the be-ginning of the final two-step process ofregulating NOx and PM essentially outof off-highway diesel engines.
Thus, the main stories of this year’sEngine Yearbook are (in order) after-
22 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
+
+
All Aftertreatment Is Not The Same: Deutz’s aftertreatment strategy reflects the many dif-ferent paths engine manufacturers are taking for Tier 4 interim.
DPNA511.qxp 6/2/10 4:56 PM Page 1
treatment, aftertreatment and after-treatment, as well as myriad techni-cal developments taking place up-stream from these modules.
One thing that is really clear thisyear is that aftertreatment is not thesame across the board. The choicesdon’t vary all that much, but the waysin which aftertreatment is packagedand deployed certainly vary fromengine manufacturer to engine manu-facturer, or even within a family ofengines. See the Deutz table else-where in this article.
And then along come people likeJCB and Peugeot saying, “nah, wedon’t need any of that …” So yetanother curve in the Trail of Tiers.
This year DOC and DPF, along withEGR and SCR are the acronyms ofchoice. As Tier 4 interim is a PM step,Tier 4 final is NOx, it is likely SCR willeventually dominate the acronym bat-tle on these pages. The SCR, non-SCR chatter obviously continues off-road as well, but nowhere near at thelevel we heard on-highway, or whatwe will hear in the next few years asTier 4 final approaches.
In fact, we just recently heard thefirst question that will start us downthat road: “Who’s going to be theNavistar of off-highway?”
Great question. No answer. What isn’t so readily apparent this
year are the stirrings in the smaller-output natural gas engine markets.The large spark-ignited (LSI) markethas been a steady business for along time. But now, with the costpressures smaller-output diesels findthemselves under as the bill foremissions compliance comes due,the business model for smaller-out-put gaseous-fueled engines, roughly125 hp and smaller, seems to havebeen reviewed and found plausible.
The number of manufacturers rep-resented in this year’s Engine Year-book is larger than in previous years,and one of the reasons is the interestin small gas engines. It’s probably a lit-tle early to call it a full-blown industrytrend, but it’s apparent that somemanufacturers are hoping to cash inon this interest, while some of themore established engine manufactur-ers have either quietly or almost silent-ly started adding gas options to theirdiesel-only portfolios.
The many specifics of what hashappened in the North Americaengine business since June 2009 arein the pages that follow. They areaccompanied by numbers, claims,positioning statements and a slew ofacronyms. It adds up (we think) to areally good feel for where the diesel,gaseous-fueled and industrial gaso-line business is in mid-June 2010. dp
The Year In Review
PPeerrffoorrmmaanncceeYYoouu CCaann CCoouunntt OOnn!!At Engine Distributors our main focus is to providepowerful and reliable engines for consumers. Weare the Manufacturer of Record for a full line of LSIemissions-certified gasoline, natural gas, LP-fueledand dual fuel Ford industrial engines. Our Ford linefeatures 2.3, 4.0 and 6.8 L models ranging from 53 to 225 hp.
Contact one of our distributors:Anderson Industrial Engines Co.Omaha, NE402-558-8700
C K Power ProductsSt Louis, MO314-868-8620
D A C Industrial Engines Inc Dartmouth, NS, Canada 902-468-3765
Engine Distributors Inc.Archdale, NC 800-220-7080Blackwood, NJ 800-220-2700Ft Lauderdale, FL 800-257-6605Holliston, MA 800-220-2700Jacksonville, FL 800-342-3575
Industrial Engines LimitedEdmonton, AB, Canada780-484-6213
M & I FordDaphne, AL800-633-1834
M. G. Bryan Equipment Co.Grand Prairie, TX972-623-4300
M K Power Products Corp.Mississauga, ON, Canada905-890-5323
MarindustrielMontréal, QC, Canada514-342-2748
McDonald Equipment Co.Willoughby, OH 800-589-9025Portland, MI 800-445-5273
Pacific Torque LLCSeattle, WA206-241-8300
Pitt Auto ElectricCranberry Twp, PA724-778-8200
Powertech Engines Inc.Fresno, CA559-264-1776
All Marine SparesMona Vale, N.S.W., Australia+61 2 99972788
Compagnia Tecnica Motori S.p.A.Milano, Italy+39 0245058238
Fornaut Ehm SaLe Pre St Gervais, France+33 148450394
Power Torque Engineering LtdBinley, Coventry, UK+44 247-663-5757
Sauer Motive SystemsSauer and Sohn KGDieburg, Germany+49 607-120-6330
Engine Distributors Inc.400 University CourtBlackwood, NJ 08012-3214Phone: (856) 228-7298 or (800) 220-2700www.edi-dist .com
Powertrain Assemblies & ComponentsProvided by Ford Component Sales
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INC.
CEM, DOC, DPF, ARS: Acronyms dominate the 2010 Engine Yearbook as the engine-powered equipment world readies for the PM reductions of Tier 4 interim.
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
DPNA511.qxp 6/2/10 2:03 PM Page 2
AGCO SISU
AGCO Sisu Power Inc.Linnavuorentie 8-10FI-37240 Linnavuori, NokiaFinlandTel: +358 33 417 770Fax: +358 33 417 330E-mail: [email protected]: www.agcosisupower.com
ContactMarketing: Juha Tervala
Power RangeDiesel: 54 to 496 hp
New EnginesAGCO Sisu Power has announced
the start of serial production of its Stage3b engines in September 2010, ahead ofthe Tier 4 interim standard Jan. 1, 2011.
This is AGCO Sisu Power’s fourth-generation engine family and isdesigned to fulfill the next stage of off-road emissions regulations for boththe EU and the United States, whichapply to engines over 174 hp in 2011and for engines below 174 hp in 2012.Engines over 75 hp are turbochargedand, in most applications, also inter-cooled and equipped with selectivecatalytic reduction (SCR) aftertreat-ment technology, AGCO Sisu said.
and Cargotec container handlingmachinery.
AGCO Sisu Power also noted thattest results by the University ofNebraska Tractor Test Laboratoryreport that the new line of 205 to 275PTO hp row crop tractors from AGCOhad improved fuel efficiency. Thisincludes the Challenger MT600CSeries, Massey Ferguson 8600Series and the AGCO DT Series.
The machines are powered by theAGCO Sisu Power 8.4 L engine withEuro 3 SCR technology, and the en-gines are matched with AGCO’sheavy-duty continuously variabletransmission (CVT) with DynamicTractor Management.
More information on AGCO Sisu Powerengines can be found on page 203 of the
2010 Global Sourcing Guide from Diesel &Gas Turbine Publications and at
GSGnet.net.
AMERICAN HONDA
American Honda Motor Co. Inc.Power Equipment Division –Honda Engines4900 Marconi DriveAlpharetta, GA 30005Tel: (678) 339-2600Fax: (678) 339-2503Web: www.hondaengines.com
The engine range varies from 50 to500 hp with engine displacements of3.3 to 9.8 L spread over three-, four-,six-, and seven-cylinder models. AGCOSisu said the engines are designed touse common components, allowing forthe reduction of spare part stocks.
AGCO Sisu engines with SCR treatsthe downstream exhaust with AdBlue/diesel exhaust fluid (DEF). The maincomponents of the AGCO Sisu SCRsystem are a tank and an injection sys-tem for AdBlue/DEF, as well as anSCR catalytic converter. The Sisu-Tronic diagnostic system monitors theAdBlue/DEF level and indicates whenthe tank requires refilling.
Other features of AGCO Sisu Stage3b engines include: next-generationcommon rail system with over 26,000psi injection pressure; low friction pis-ton rings designed to minimize frictionloss and oil consumption; closedcrankcase ventilation, which recircu-lates blow-by gases, allowing no blow-by emissions to the environment; aswell as minimized noise emissions.
Emissions TechnologyAGCO Sisu Power has received
EPA approval for off-road SCRengines. The approval is valid for theSisu Power 8.4 and 9.8 L engines,which are used in Massey Fergusonand Valtra high-horsepower tractors
24 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
continued on page 26
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C
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CorpAd-dp.pdf 1 28/05/2010 09:49
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
Perkins.indd 1 6/1/10 10:24:25 AM
ContactsSales: Rick WendtProduct Planning: Mark DiPietro
Power RangeGasoline: 1 to 22.3 net hp (SAEJ1349)
Renewable FuelsCurrently, all Honda engine models
are designed to accommodate E-10fuel. E-15, which is being consideredby the federal government, is a verydifferent fuel. According to ScottConner, vice president, Honda PowerEquipment, “We simply do not knowthe impact of higher blends of ethanolon the engines in power equipmentproducts. The industry has beenevaluating these effects, but the testsare not yet complete. The results willbe submitted to Environmental Pro-tection Agency (EPA) once the data isconclusive.”
New EnginesHonda has introduced an all-new
generation of its GX and iGX series ofgeneral-purpose engines. The com-pany said the new generation GXSeries brings improvements in power,fuel efficiency, emissions perform-ance and quiet operation.
Featuring four all-new models, thelarge GX engine line combinesincreased power and versatility withgreater fuel economy in the sameenvelope, Honda said. The newGX240, GX270, GX340 and GX390engine models are overhead valve(OHV) horizontal shaft engines forcommercial, construction and rentalapplications.
In addition to the new GX Series,Honda is expanding its iGX Serieswith an all-new iGX340 and iGX390engine. The iGX Series offers furtherenhancements to the GX Series, in-corporating an electronic self-tuning
regulator (STR) governor. Similar tothe GX, the iGX engines are also OHVhorizontal shaft engines, yet provideadditional advanced technologies formore complex applications.
“Our new GX and iGX series of en-gines have been redesigned to pro-vide more power and excellent fuelefficiency while reducing emissionsand noise,” said Conner.
Potential applications for the GXseries of engines include: concreteequipment, generator sets, waterpumps, trenchers, chippers, shred-ders, air compressors, aerial liftsand platforms, stump grinders andpressure washers.
The new GX series of engines fea-tures a host of technologies anddesign elements that allow for im-proved power output, Honda said.The new GX models produce 6%more power than previous models.This additional power is achieved viaan advanced combustion chamberdesign, the implementation of digitalcapacitive discharge ignition with vari-able ignition timing and an increasedcompression ratio.
Along with improved power, Hondasaid the new GX series of enginesprovides a significant reduction innoise and vibration. Noise has beenreduced up to 5 dB(A). A new reed-style breather valve and a new mufflerdesign also contribute to the engine’squieter operation, Honda said, while anew lightweight piston allows an opti-mized overbalance ratio for less oper-ating vibration.
Fuel consumption in the new GXfamily of engines has been signifi-cantly improved for 2010, Honda said.The GX engines increase fuel effi-ciency by 12%. In addition to in-creased fuel efficiency, the GX en-gines will meet the 2011 EPA exhaustemissions regulations without the useof a catalyst.
The all-new iGX engine series fea-tures an integrated electronic controlunit using Honda STR governor tech-nology. A multilayer gradient density-type air filter extends the air cleaner
26 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
TO REQUEST MORE INFORMATION ON THESE COMPANIES SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
The 31st Annual Engine Yearbook
DPNA510.qxp 6/2/10 4:51 PM Page 2
Donaldson Company, Inc.Minneapolis, MN 55440-1299
1-866-484-8350www.donaldson.com
Demand Donaldson for a full line of air, lube, fuel, coolant and hydraulic filters, along with mufflers and exhaust accessories.
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maintenance interval by 50%. Pre-mium features such as an electroni-cally controlled governor, fully auto-matic choke and an automotive-styleelectric starter are standard on theiGX series.
Potential new applications andattributes of this technology include:pressure washers that automaticallyrespond to the load when the usersqueezes or releases the trigger han-dle; water pumps that can be auto-matically activated by a remote switchbased on water level; generators thatcan automatically respond to load andadjust engine speed based on electri-cal draw; and drive-by-wire applica-tions, including utility vehicles, scissorlifts, ride-on trowels and other remote-ly operated products.
More information on American Hondaengines can be found on page 209 of the
2010 Global Sourcing Guide from Diesel &Gas Turbine Publications and at
GSGnet.net.
ARROW
Arrow Engine Co.2301 E. IndependenceTulsa, OK 74110-4900Tel: (918) 583-5711 Fax: (918) 388-3202Web: www.arrowengine.com
ContactsSales and Marketing: Kevin Boucher,Kavas Mistry Engineering: Everett TreatParts and Service: Dave Reak Warranty: Dave Reak
Power RangeGaseous Fuel: 10 to 175 hp
New Engines Arrow has announced that it is in
the final stages of releasing a newnaturally aspirated, six-cylinder,inline, 9 L displacement gas enginethat will produce 130 hp at 1800 rpm.
This will soon be followed by a tur-bocharged aftercooled version rated175 hp at 1800 rpm, Arrow said.
These new models share heavy-duty industrial engine features suchas removable wet sleeves, individualcylinder heads, oil-cooled pistons,alloy valves and seats, forged cranksand rods, replaceable guides and fullyfiltered, pressurized and cooled lubri-cation systems.
While these engines are slated topower Arrow’s upcoming line of higher-horsepower compressors, they will beavailable with various options and invaried configurations to make themsuitable for industrial applicationssuch as generators, compressors,pumps and pump jacks.
Arrow said future plans are beingformulated for engines up to 400 hpwith displacements to 19 L.
More information on Arrow engines can befound on page 265 of the 2010 Global
The 31st Annual Engine Yearbook
continued on page 29
DPNA510.qxp 6/2/10 4:51 PM Page 3
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
Together, we can take your bottom line to new heights.
www.parker.com/racor 1 209 521 [email protected]
Save money, improve fuel economy, increase uptime, and protect the environment with Racor diesel engine filtration systems. Start with clean fuel at the pump provided by Racor FBO refueling filter systems and on the engine with Racor fuel filter/water separators. The Racor Smart Pumps incorporate precision aerospace technology to ensure that fuel is efficiently delivered while operating within mandated clean air requirements. Absolute oil filter systems save time, money and the environment. Racor has the best filtration solutions in fuel, air, oil hydraulic and emission systems.
ParkerRacor.indd 1 1/21/10 1:15:52 PM
Sourcing Guide from Diesel & Gas TurbinePublications and at GSGnet.net.
BRIGGS
Briggs & StrattonCommercial PowerP.O. Box 702Milwaukee, WI 53201-0702Tel: (414) 259-5333Fax: (414) 256-5116Web: www.vanguardengines.com
ContactsSales and Marketing: Paul Pesci,Dan Roche Engineering: Tim Buszkiewicz
Power RangeDiesel: 18 to 34 hpGaseous Fuel: 12 to 28 hpGasoline: 2.4 to 36 hp
New EnginesEarlier this year, Briggs & Stratton
introduced a new range of air-cooledVanguard gasoline engines rated 5.5,6.5, 8 and 10 hp at 3600 rpm. The en-gines are targeted at equipment appli-cations in construction, industrial, turfcare and power generation industriesand are the result of nearly three yearsof development (see January 2010,Diesel Progress North American).
The engines are being produced attwo sites. The 5.5 and 6.5 hp engineswill be sourced from the company’sChongqing, China, engine plant,while the 8 and 10 hp models arebeing built at Briggs & Stratton’sAuburn, Ala., facilities.
Engine TechnologyThe new Vanguard engines incor-
porate a range of technical enhance-ments over their predecessors, chiefamong them the new TransportGuardsystem, which is designed to preventthe ingress of fuel into the engine’slubrication system while the engine isbeing transported. A single lever isused to cut off the fuel flow and shutdown the engine, eliminating any
chance of fuel getting into the lube oil,the company said.
Other improvements include a newcombustion chamber with improvedair and fuel passages that improveperformance and reduce emissions,Briggs & Stratton said, along with anew commercial-style carburetor. Anew high-mount, canister-style aircleaner is designed to offer 22% moresurface area and is water repellent.The engines also incorporate a newlydesigned metal fuel tank that ismounted directly to the engine blockto reduce vibration and evaporativeemissions and enhance durability.
All of the engines also feature thecompany’s new Vanguard oil sensorsystem that is designed to automati-cally shut down the engine in low oilconditions, but won’t trigger a prema-ture shutdown in temporary highangle or high vibration conditions, thecompany said.
CAMERON
Cameron2101 S.E. 18th StreetOklahoma City, OK 73129Tel: (405) 670-4121Fax: (405) 672-8103E-mail: [email protected]: www.c-a-m.com/ajax
ContactsSales and Marketing: John PeckEngineering: Bruce Chrisman
Power RangeGaseous Fuel: 40 hp
New EnginesCameron has introduced the Ajax
E-565 natural gas engine. The Ajax E-565 is a single-cylinder, two-cycle nat-ural gas engine that’s seen as appli-cable for pumping applications in avariety of different operating condi-tions. Cameron said the engine canoperate using a range of fuel gasincluding H2S warranted up to 2.5%.
TO REQUEST MORE INFORMATION ON THESE COMPANIES
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
The 31st Annual Engine Yearbook
1-209-521-7860www.parker.com/racor
Together, we can producea signature fuel filterthat boldly displays yourcompany brand and colors.
Racor fuel filtration products aredesigned andmanufactured toincrease engine performance,increase uptime, improvefuel economy while deliveringcleaner emissions. Racor is nowoffering, to a selected number ofcustomers, a labeling programthat puts your brand and colors onfiltration products specific to yourmachines. Racor’s custom labelprogram is a win/win for everyone .
SEE DIRECTLINK @WWW.DIESELPROGRESS.COM
continued on page 30
DPNA510.qxp 6/3/10 4:42 PM Page 4
30 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
Ajax General Manager MikeGerzina said, “Ajax is bringing backa product that was a standard in theoil field for many years, but now it’sbetter, more efficient with loweremissions.” The E-565 meets allcurrent Federal emissions stan-dards, he said.
The 40 hp engine is rated at 56bmep at 525 rpm with a 6:1 compres-sion ratio. Standard features includean HD automotive starter, a Ringfederflywheel to crankshaft locking device,an Altronic I ignition system, and astandard dry type air filter.
CATERPILLAR
Caterpillar Inc.Industrial Power Systems DivisionP.O. Box 610Mossville, IL 61552-0610Tel: (309) 578-6298Fax: (309) 578-2559E-mail: [email protected]: www.cat-industrial.com
ContactsSales: Pat AtenMarketing: Mike ReinhartEngineering: Barry ChadwickParts and Service: Rob Ekenstam
Power RangeDiesel: 11 to 6600 hpGaseous Fuel: 95 to 4705 hp
Renewable FuelsCaterpillar has approved the use of
B20 biodiesel — 20% dilution ofbiodiesel with standard diesel —across its range of Tier 3/Stage 3aand Tier 4 interim/Stage 3b engines.
The addition of these engines to theB20-approved product line follows suc-cessful testing of higher-percentageblended fuels in a number of installa-tions, Cat said. Biodiesel used in B20blends must meet the most currentversion of Caterpillar specification forbiodiesel, ASTM D6751 or EN14214.The final B6-B20 blend must meetASTM D7467 and API gravity 30-45.
New Engines Caterpillar Inc. announced eight
new diesel engines to complete thefull introduction of its Tier 4 interim/Stage 3b technology engine line. TheTier 4 interim/Stage 3b engines in the175 to 750 hp range are equippedwith a fully integrated Cat CleanEmissions Module (CEM) and the CatNOx Reduction System (NRS). Aswith all Cat ACERT Tier 4 interimtechnology engines, the ACERT tech-nologies are the enablers to achieve a90% reduction of particulate matter(PM) and a 45% reduction of NOx.
In October 2009, Cat introducedthe C3.4B, C4.4 ACERT and C6.6ACERT diesels. The new modelscover the horsepower band from 60 to174 hp and provide more engineoptions for OEMs of agricultural, con-struction, material handling and gen-eral industrial equipment.
The new C3.4B has ratings from 60to 115 bhp and torque up to 310 lb.ft.The engine features a common railfuel injection system, smart wastegat-ed turbocharger and aftercooler, andis electronically controlled.
Complementing the midrange ofthese engines is the new C4.4ACERT diesel providing 80 to 174bhp. The 4.4 L, four-cylinder enginehas received a significant upgradeand now provides a 22% increase inpower to 174 hp. Depending on thepower required, it is equipped with asingle or twin turbocharger. The newlydesigned head, block and commonrail fuel system delivers torque up to553 lb.ft.
The new C6.6 ACERT is a 6.6 Lplatform delivering 120 to 174 bhpand peak torque up to 609 lb.ft. at lowengine speed, Cat said. The hightorque capability and low end re-sponse make this an option for ma-chines that currently utilize enginesover 175 bhp.
In February 2010, Cat introducedfive additional Tier 4 interim/Stage 3btechnology industrial engines. Theyincluded the C13 ACERT, C15ACERT, C18 ACERT, C27 ACERT
and C32 ACERT. The new enginesrange from 385 to 1200 bhp.
The new C13 ACERT is a 12.5 Ldisplacement engine and delivers 385to 475 bhp and high torque capabilityof up to 1604 lb.ft. Cat said the engineis especially suited for agriculturalcombines and rock crushers. It iselectronically controlled and featuresa mechanically actuated electronicfuel injection (MEUI) system and sin-gle turbocharger.
The new C15 ACERT is a 15.2 Ldisplacement engine and delivers 475to 580 bhp and has improved lowerend power density compared to theTier 3/Stage 3a configuration. Thisengine has torque to 1958 lb.ft. and isseen as particularly applicable formachines in extreme operating condi-tions such as rock drills, hydraulicpower units, as well as other industri-al applications.
The new C18 ACERT is an 18.1 Ldisplacement engine that delivers 600to 800 bhp. Depending on powerrequirements, a single or series tur-bocharger is utilized to maximize per-formance, Cat said. The C18 ACERTis positioned for use in air compres-sors, cold planers, trenchers and agri-cultural applications. Power densityfor the 755 bhp rating has been signif-icantly increased over the Tier 3/Stage 3a model and does not requireaftertreatment. The 755 and 800 hpC18 ACERT engines are also avail-able in Tier 4 final configurations.
The new C27 ACERT is a 27 L800 to 1050 bhp diesel and can be
TO REQUEST MORE INFORMATION ON THESE COMPANIES SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
The 31st Annual Engine Yearbook
Cat
’sC
13.
continued on page 32
DPNA510.qxp 6/2/10 6:13 PM Page 5
More equipment manufacturers are choosing powerful, high-performance Vanguard™ engines to
meet the most demanding worksite challenges. Fueling this decision are advanced technologies
and integrated systems that reduce heat-build-up, restrict debris intake, minimize vibration and
dampen noise. With the broadest commercial engine line in the world, trust there is a Vanguard
available to get the job done. VISIT WWW.VANGUARDENGINES.COM.
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
Briggs.qxp 1/29/09 9:22 AM Page 1
integrated into OEM equipmentpowered by the Cat Tier 2 configura-tion or other engines. It producesmaximum torque of up to 3539 lb.ft.and is seen as well suited for bio-mass grinders, rock drills, heavy-duty pumps and other industrialapplications. It is electronically con-trolled, features side-mounted tur-bochargers and an MEUI system.
The new C32 ACERT is a 32.1 Ldisplacement engine producing 950to 1200 bhp. This new platform isequipped with side-mounted tur-bochargers and targeted for use inbiomass grinders and rock drills.
The new C15 ACERT and C18ACERT engines are built on a com-mon core platform as are the C27ACERT and C32 ACERT, Cat said,offering OEMs additional flexibility byproviding multiple power options from475 to 1200 bhp, from identical baseengines. The C27 ACERT engines
and C32 ACERT for industrial applica-tions will not require aftertreatment toachieve Tier 4 interim emissions.
In order to prepare OEMs for Tier 4interim/Stage 3b engines, Cat hasconducted more than 100 Tier 4 inte-gration workshops. These work-shops developed tailored integrationof the engine and aftertreatment inOEM applications and a fully inte-grated system.More information on Caterpillar engines canbe found on page 153 of the 2010 Global
Sourcing Guide from Diesel & Gas TurbinePublications and at GSGnet.net.
CUMMINS
Cummins Inc.Box 3005Columbus, IN 47202Tel: 1.800.DIESELSE-mail: [email protected]: www.everytime.cummins.com
ContactsOn-Highway: Christy Nycz Off-Highway: Clint Schroer Gas Compression: Clint SchroerParts and Service: Jyoti SharmaMarine: Elizabeth LynchFiltration: Pratima Patri
Power RangeDiesel: 60 to 3500 hpGaseous Fuel: 49 to 2350 hp
Renewable Fuels Cummins on-highway EPA 2010
engines are approved for use withbiodiesel B20 blends. These enginesinclude the ISX15, ISX11.9, ISL9,ISC8.3 and ISB6.7.
For Cummins off-highway engines,all Tier 3 emissions-compliant QSB3.3,QSB4.5, QSB6.7, QSC, QSL, QSMand QSX engines are B20 compliant.All Cummins high-horsepower en-gines, 19 L and above, with build
32 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
TO REQUEST MORE INFORMATION ON THESE COMPANIES SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
The 31st Annual Engine Yearbook
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
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dates starting from January 2008, areB20 compatible.
Engine News Cummins received EPA certification
for its ISX15, ISL9, ISC8.3 and ISB6.7engines. The ISL G natural gasengine by Cummins Westport is alsocertified to meet the EPA 2010 emis-sions regulations.
For off-highway markets, Cumminsrevealed four new engine offeringsmeeting EPA Tier 4 interim emissionsregulations. The new Tier 4 enginelineup will provide horsepower ratingsof 75 to 600 hp.
New Engines Cummins on-highway engines
meeting EPA 2010 emissions regula-tions are in full production at theJamestown, N.Y., and Rocky Mount,N.C., engine plants. Beginning Jan-uary 2010, the ISX15, ISL9, ISC8.3and the ISB6.7 began full production.The ISX11.9 will be in full productionin August 2010. The on-highwayengine lineup will be available to cus-tomers in medium- and heavy-dutytruck, RV, transit, school and shuttlebus, motor coach, and fire and emer-gency vehicle applications for theNorth American market.
Cummins debuted the newQSX11.9 and QSX15 heavy-dutyengine duo to the off-highway indus-try at the Bauma trade show in April2010. Also at Bauma, Cummins dis-played the latest generation of four-cylinder QSB3.3 and QSB4.5 enginesoffering a simplified Tier 4 installationacross the 75 to 160 hp power range(see story elsewhere in this issue).
For the compression markets,Cummins has launched the QSL9Ggas compression driver in October2009. The new QSL9G, rated 175hp at 1800 rpm, meets the EPA’sNew Source Performance Standard(NSPS) 2011 regulations for station-ary spark-ignited engines below 500hp. The new QSL9G is a tur-bocharged and aftercooled rich-burn engine.
The QSL9G will also meet theTexas Commission on EnvironmentalQuality (TCEQ) non-attainment re-quirement of 0.5 g/hp-hr NOx. The 8.9L QSL9G natural gas engine is par-ented from the diesel QSL9 engine,which has been operating in industrialapplications for over a decade. Inaddition, the QSL9G shares many
common components with theGTA8.3SLB and G8.3E engines,which simplifies the repowering ofexisting GTA8.3 designs, Cumminssaid.
In August 2009, Cummins an-nounced its QSK50 locomotive enginereceived EPA 40CFR Part 1033 Tier 2
June 2010 DIESEL PROGRESS NORTH AMERICAN EDITION 33SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
The 31st Annual Engine Yearbook
continued on page 34
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34 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
and EU Stage 3a certifications. Theengine achieves the required line-haulcomposite NOx of 4.0 g/hp-hr and isrecognized by the California AirResources Board (CARB) as an ultra-low emissions locomotive (ULEL)engine. The V16 50 L QSK engine fea-tures ratings from 1800 to 2000 hp forline-haul locomotive and switcher appli-cations and provides over 45% reduc-tion in NOx compared to Tier 1 levels.
Cummins Fire Power, a joint venturewith Cummins Inc., released a newrange of stationary fire pump packagesmeeting EPA Tier 3 and EU Stage 3aoff-highway emissions standardsacross a 156 to 610 hp power range.
Engine Technology Cummins filtration released its
Fleetguard ES Compleat OrganicAcid Technology (OAT) Coolant in anitrite-, amine- and phosphate-free(NAP-free) formulation. ES CompleatOAT does not contain borate or sili-cate, which makes it acceptable tomost OEMs around the world. TheNAP-free formula offers solid liner pit-ting protection and better aluminumprotection, Cummins said.
Emissions TechnologyIn June 2009, Cummins announced
the result of a “Fuel Duel” test confirm-ing a 5% fuel efficiency improvementfor a Tier 4 interim QSB6.7 installationcompared to an identical machine pow-ered by a Tier 3 engine. The fuel con-sumption evaluation was conductedunder site conditions across a series ofduty cycles representative of typicalworking operations, Cummins said.
In March 2010, Cummins Filtrationand Ashland Consumer Markets(Valvoline) announced a new allianceto package, market and distributeDEF in North America. Fleetguard-Valvoline Air Shield DEF is nowoffered (as of April 2010) through theCummins and Valvoline distributionchannels in the United States andCanada. Air Shield DEF is packagedin 1 and 2.5 gal. bottles, as well asdrums and totes.
Corporate NewsCummins was awarded nearly $54
million in funding from the U.S.Department of Energy (DOE) for twoprojects aimed at improving fuel effi-ciency in light-duty and heavy-dutyvehicles. Cummins will receive nearly$39 million in funding to support sys-tems level technology development,integration and demonstration forClass 8 trucks (SuperTruck). Thecompany will receive an additional$15 million in funding to supportadvanced technology powertrains forlight-duty vehicles (ATP-LD).
In January 2010, Cummins an-nounced a multiyear extension of itscurrent agreement with ChryslerGroup LLC. Cummins will supply 6.7L Turbo Diesel engines for RamHeavy Duty pickups and Chassis Cabtrucks while continuing to grow itspartnership with Chrysler, whichbegan 21 years ago.
The Komatsu-Cummins Engine Co.(KCEC) in Japan achieved a manufac-turing milestone with the production ofthe 500,000th engine from the Oyamajoint venture operation. Engine num-ber 500,000 came off the Oyama pro-duction line in December 2009.
More information on Cummins engines canbe found on page 166 of the 2010 Global
Sourcing Guide from Diesel & Gas TurbinePublications and at GSGnet.net.
CUMMINS WESTPORT
Cummins Westport Inc.101-1750 West 75th Avenue Vancouver, BC, Canada V6P 6G2Tel: (604) 718-8100Fax: (604) 718-8355E-mail: [email protected]: www.cumminswestport.com
Contacts Sales: Gordon ExelMarketing: Jeff CampbellEngineering: Mostafa Kamel
Power Range Gaseous Fuel: 250 to 320 hp (CNGor LNG)
Renewable FuelsCummins Westport approves the
use of up to 100% biomethane madefrom landfill or anaerobic gas thatmeets published natural gas fuelspecifications per Cummins applica-tion engineering bulletins (AEB 79.01,AEB 79.02 and AEB 79.05).
Emissions Technology The ISL G heavy-duty natural gas
engine meets the 2010 EPA and Euro5 EEV emissions standards. The ISLG has five ratings available from 250to 320 hp, and up to 1000 lb.ft. torque.
The 8.9 L ISL G combines cooledEGR technology with stoichiometriccombustion, which improves fueleconomy by over 5% and offers 34%more torque at idle. The ISL G alsofeatures maintenance-free three-waycatalyst aftertreatment, CumminsWestport said.
The ISL G is targeted at applicationsincluding heavy-duty refuse and dumptrucks; medium-duty trucks; and transit,shuttle and school bus applications.The ISL G engine is manufactured byCummins, with the base warrantybeing the same as Cummins dieselengines. Extended warranty optionsare available. As with all CumminsWestport engines, the electronic con-trol module works with the CumminsInSite and QuickCheck diagnostic toolsfor troubleshooting. The ISL G is avail-able as a factory option from a numberof truck and bus manufacturers.
More information on Cummins engines canbe found on page 166 of the 2010 Global
Sourcing Guide from Diesel & Gas TurbinePublications and at GSGnet.net.
DETROIT DIESEL
Detroit Diesel Corp.13400 Outer Drive WestDetroit, MI 48239Tel: (313) 592-5000Web: www.detroitdiesel.com
Power Range Diesel: 350 to 600 hp
TO REQUEST MORE INFORMATION ON THESE COMPANIES SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
The 31st Annual Engine Yearbook
continued on page 36
DPNA510.qxp 6/2/10 4:55 PM Page 8
The power behind it all.
I s u z u D i e s e l E n g i n e s
Environment matters.
As an engine manufacturer since the early 1900s, Isuzu has
led environmental compliance in countries around the globe.
From North America, to Europe, to Japan. From engines up
to and over 550 hp. A readiness – for the 2011 Interim Tier
4/EU IIIB standards, and beyond. It’s Isuzu innovation at the
center of what matters: environmentally-friendly engines,
for our today and tomorrow. Breathe easy.
isuzuengines.com
It’s safe to exhale.
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
Isuzu_emissions.indd 1 3/25/10 12:31:43 PM
Renewable FuelsCurrently, Detroit Diesel — a
Daimler AG company — authorizesthe use of B5 biodiesel only.
Engine Technology Detroit Diesel’s engine lineup of the
DD13, DD15 and DD16 engines, alllaunched since 2008, now come
equipped with BlueTec emissionstechnology for 2010. The engines andBlueTec share a common platformdesign that is leveraged on a globalscale by Daimler Trucks.
BlueTec technology combines anengine equipped with exhaust gasrecirculation (EGR), EPA ’07 emissionstechnology and SCR to meet the 2010
emissions standards at the tailpipe.With BlueTec, Detroit Diesel enginesachieve more efficient combustion byusing less EGR, which minimizes heatrejection, reducing the stress on thecooling system and internal enginecomponents, the company said.
BlueTec technology is packaged withthe proprietary 1-Box emissions sys-tem, which combines the DOC, dieselparticulate filter (DPF) and SCR cata-lyst into one component. The 1-Boxcontributes to the system’s fuel econo-my since it enables lower exhaustbackpressure and also allows compo-nents to be positioned optimally for arange of configurations.
The engines, combined withBlueTec, are delivering up to 5%better fuel economy compared totheir 2007 predecessors, DetroitDiesel said. The 5% increase is dueto the decrease in EGR levels,which provides approximately 1.5%of the improvement and extendedregeneration intervals (from 325 to2500 mi.) providing the additional3.5% improvement.
All three engines share other tech-nologies as well, including the elec-tronically controlled amplified commonrail fuel system (ACRS) — a fuel deliv-ery system that works in unison withDetroit Diesel’s DDEC 10 engine man-agement system to deliver the exactamount of fuel needed. The “ampli-fied” means the highest fuel pressureis generated within the injectors, lead-ing to reduced pressure throughoutthe rest of the system and greatercomponent reliability, Detroit Dieselsaid. The engines also feature an inte-grated Jake Brake, which is standardand provides users with three modesof engine retarding capability.
All three of the engines offer oil andfuel filter change intervals at 50,000miles for long-haul applications.These Detroit Diesel engines were al-so designed with the cartridge-stylefilters (oil, coolant and fuel) positionedabove the frame rail for easier serv-ice. There is also a maintenance-freecrankcase breather.
36 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
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The 31st Annual Engine Yearbook
DPNA510.qxp 6/2/10 4:56 PM Page 9
DEUTZ
Deutz Corp.3883 Steve Reynolds BoulevardNorcross, GA 30093Tel: (770) 564-7100Fax: (770) 564-7222E-mail: [email protected]: www.deutzamericas.com
Contacts Sales: Steve CorleyMarketing: Guido PeschEngineering: Dr. Walter HertzService: Ron Snyder
Power RangeDiesel: 20 to 670 hpGaseous Fuel: 20 to 320 hp
Corporate NewsIn late 2009, Robert Bosch GmbH,
Deutz AG and Eberspächer GmbH,announced an agreement to set up a
diesel exhaust aftertreatment jointventure. The venture is called BoschEmission Systems GmbH & Co. KGand is headquartered in Stuttgart,Germany.
New Engine NomenclatureDeutz has introduced new engine
designations. The new nomenclatureconsists of the displacement of theengine (rounded), followed by num-ber of cylinders and configuration.
The new system will be applied toall new engines starting from Tier 4interim introductions from 2011. Allexisting serial products will keep theirprevious designations (see April 2010,Diesel Progress North American).
New EnginesDeutz has introduced two new
diesel engine families, the TCD 2.9and the TCD 3.6, both Tier 4/Stage3b compliant.
The TCD 2.9 range is developedspecifically for construction and agri-cultural vehicles and other off-high-way applications. The TCD 2.9 L4engines cover a power range from33.5 to 75 hp. Here, the model num-ber means turbocharged, charge-aircooled, diesel, 2.9 L displacement,inline, four cylinder. The liquid-cooledengines feature a high-pressure(23,200 psi) common rail injectionsystem with electronic control unitand wastegate turbochargers.
The second new engine family, theTCD 3.6 is a four-cylinder engine linecovering outputs from 67 to 114 hp at 2600 rpm. These liquid-cooleddiesels will be available in turbo-charged and turbocharged/charge-aircooled configurations.
The rest of the Deutz engine portfo-lio for EPA Tier 4 interim/EU Stage 3b is composed of five
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
June 2010 DIESEL PROGRESS NORTH AMERICAN EDITION 37
The 31st Annual Engine Yearbook
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38 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
other engine lines above the 94 hppower mark.
The TCD 4.1 and 6.1 families of liquid-cooled four- and six-cylinderinline engines cover the power rangefrom 94 to 240 hp and feature acharge-air cooled turbocharger,cooled external exhaust gas recircu-lation and closed DPF technology.
The TCD 7.8 family of liquid-cooled,six-cylinder inline engines spans from215 to 335 hp, with a 362 hp versionfor special applications. These en-gines feature high-pressure commonrail and electronic ECU, charge-aircooled turbocharger, cooled externalEGR and DPF.
At the top of the Deutz offering forTier 4 interim and Stage 3b are theTCD 12.0 and 16.0 engine familieswith liquid-cooled V6 and V8 diesels,delivering from 400 to 700 hp at 2100rpm. These engines feature a newhigh-pressure common rail system at29,000 psi.
New EnginesDeutz now has an emissions-opti-
mized version of the 2015 enginefamily, fueled by natural gas. Thewater-cooled 2015s are V6 and V8configurations, delivering from 220 to322 hp from 1500 to 1900 rpm.
Deutz has also launched the newlydeveloped 914 Series for natural gas.The 914 will replace its predecessor —the 913 Series. The 914 family comeswith four- and six-cylinder, naturallyaspirated versions, and its largest — asix-cylinder, turbocharged, air-cooledversion. The 914G family covers arange from 30 up to 90 hp.
Both families are available in non-emissions certified versions for exportinto countries with no emissionsrequirements.
Deutz did certify both of its gasengine families, the 914 and 2015,according to 40 CFR Party 60. The2015 engine family is certified in thepower range from 100 to 500 hp forspark-ignited, natural gas engines,while the 914 Series is certified forengines rated between 26 to 99 hp.
Emissions TechnologyWithin its Deutz Variable Emission
Reduction Technology (DVERT) port-folio, Deutz said it has one singlestrategy across the five engine series:to look at the needs of the customersin different market segments and offerthe best system with as little after-treatment as possible.
Thus, Deutz is not following thesame route for every engine series,but is using practically every availableaftertreatment option currently avail-able, in different combinations foreach engine family.
More information on Deutz enginescan be found on page 217 of the
2010 Global Sourcing Guide from Diesel &Gas Turbine Publications and at
GSGnet.net.
DOOSAN
Doosan Infracore Co. Ltd.7-11, Hwasu-dong, Dong-guIncheon, KoreaTel: +82-2-3398-8470 (Seoul Office);
(770) 831-3481 (DoosanInfracore America; U.S. Office)
Fax: +82-2-3398-8509E-mail: [email protected](Doosan Infracore America);[email protected] (Seoul office)Web:www.doosaninfracore.co.kr/eng/Business/Engine.aspx orusa.doosaninfracore.co.kr/Product/CE_engine.aspx
Contacts Jinho Lee, Woongtae Kim
Power RangeDiesel: 35 to 1183 hp Gaseous Fuel: 114 to 605 hp
New Engines Doosan has successfully launched
three models of Euro 4-compliantengines; a 5.9 L, six-cylinder modelDL06 S rated 280 hp at 2500 rpm; thesix-cylinder, 7.6 L, DL08 S engine israted 340 hp at 2200 rpm, and the 11L, V6 model DV11 S is rated 440 hp at1900 rpm. Doosan said it will developa Euro 5 engine, based on its Euro 4technology, later this year.
Also new is a CNG model. The newGK12 engine meets U.S. ’07 emis-sions regulations, Doosan said, and istargeted for bus applications. Theengine is rated 290 hp at 2200 rpm.
Doosan manufactures the Euro 4engine in Korea, and the GK12 inAtlanta, Ga. Further, the GK12 isexpected to meet EPA 2010 emis-sions regulations, Doosan said.
On the industrial side, Doosan isdeveloping three types of Tier 4 interimversions of its Tier 3 engines: the 5.9 L,model DL06; the 7.6 L, DL08; and the11.0 L model DV11. Doosan said it willproduce cooled EGR/DPF versions ofthese engines beginning in July.
The company has also introduced aline of air-to-water intercooled firepump engines, with seven modelsfrom 162 to 838 hp.
Engine TechnologyFor on-highway engines, Doosan
said it is adopting an SCR system tocomply with Euro 5 and further regu-lations. For other engines, such asgen-set, marine and industrial, thecompany said it will use an EGR andDPF system. As the line is based onone engine platform with two tech-nologies, it can be adapted to SCR aswell, the company said.
Corporate NewsDoosan has established an engine
factory and office in Atlanta, Ga., tobuild CNG engines for the American
TO REQUEST MORE INFORMATION ON THESE COMPANIES SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
The 31st Annual Engine Yearbook
The
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continued on page 40
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PRIDE.It permeates through everything you do. Your work. Your reputation. Your lifestyle. We understand. It’s core to us too. That’s why Subaru V-Twin engines represent the best American built engines have to offer – it’s our pride in our workmanship.
Reliable design. EFI technology second to none. And the power to tackle any job. All built in Hudson, Wisconsin.
Exercise the power of Pride. Man Up. Insist on Subaru.
Learn more by visiting subarupower.com/pride
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
Subaru_10503.indd 1 5/20/10 9:20:11 AM
market, primarily for bus applications. The company is alsopreparing to supply air compressor and mobile generatorsto Doosan Infracore Portable Power (DIPP).
More information on Doosan engines can be found on page 261 of the 2010 Global Sourcing Guide from
Diesel & Gas Turbine Publications and at GSGnet.net.
EDI
Engine Distributors Inc.400 University Court, Blackwood, NJ 08012Tel: (856) 228-7298 Fax: (856) 228-5531Web: www.edi-dist.com
ContactsSales and Marketing: Glenn Cummins, Jr.Engineering: Glenn Cummins, IIIParts and Service: Jaime Cummins
Power RangeGaseous Fuel: 20 to 250 hpGasoline: 20 to 250 hpLPG: 20 to 250 hpDual Fuel: 20 to 250 hp
Emissions TechnologyEngine Distributors Inc. has recently received EPA certifi-
cation of its 1.6 L Ford LSI industrial engine. The engine isavailable in gasoline, natural gas, LPG and dual fuel. It israted 44 to 63 hp, depending on engine speed and fuel type.
EDI is the manufacturer of record for the 1.6 L engine aswell as for Ford LSI industrialized engines ranging from 20to 250 hp. EDI uses a Ford base engine block and modifiesit with an electronic control module, fuel system and othercertified components from E-Controls.
FPT
Fiat Powertrain Technologies of North America Inc.245 E. North Avenue, Carol Stream, IL 60188Tel: (630) 260-4226 Fax: (630) 260-4267 Web: www.fptpowertrain.com
ContactsSales: Mark CostelloEngineering: John Madey Parts and Service: Joe Urso
Power RangeDiesel: 60 to 825 hp
New Engines Fiat Powertrain Technologies of North America Inc. (FPT
NA) has unveiled two MSHA, CANMET and Tier 3-certified
The 31st Annual Engine Yearbook
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The ISL G natural gas engine delivers reliable power,performance, and lower total fuel costs, whilemeeting EPA 2010 emissions standards without theuse of particulate filters or SCR. Factory built byCummins, the ISL G is available as an option fromleading truck and bus manufacturers (CNG or LNG).Quiet, dependable, clean—the ISL G delivers.
cumminswestport.com
604-718-8100
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
DPNA510.qxp 6/2/10 4:57 PM Page 12
mechanical engines for undergroundmining: the N45 MSS X and the N67MNT X. The engines can be config-ured to meet mining applicationsincluding man trips, roof bolters, per-sonnel carriers and service centers.
The N45 MSS X is an inline, four-cylinder diesel rated 99 hp, while theN67 MNT X is an inline, six-cylinderconfiguration rated 175 hp. Enhancedby low ventilation rates, (4000 and6500 CFM, respectively) thesemechanical engines are designed forday-to-day underground operations.
For marine applications, FPT NA hasintroduced the N67 560 diesel.Specifically for marine use, the N67560, model N67 ENT M56, is a six-cylinder, four-valves-per-cylinder, inlineengine, with a power range of 450 to560 hp at 3000 rpm, depending onapplications. With a displacement of6.7 L, the N67 560 marine diesel en-gine is seen as especially applicable for
high-performance pleasure crafts. Anincreased bore and stroke of 104 mm x132 mm allows for greater power.
FPT said the N67 560 engine hastotal fuel system control due to itshigh-pressure common rail injectionsystem, and meets current EPA emis-sions regulations. The engine has adry weight (without marine gear) of1430 lb. The N67 560 is turbochargedwith an air-to-water aftercooler.
In general, FPT NA said the Nseries engines provide access toevery part of the engine, thus reduc-ing maintenance time. Plus, with 40%fewer components, the engines fea-ture low lubrication oil consumption.The N series also has a noise levelbelow 91 dB(A), the company said.
Emissions Technology The design of FPT’s industrial en-
gine range features multivalve sys-tems, fixed or variable geometry tur-
bochargers, mechanical injection sys-tems, high-pressure common rail sys-tems or electronic control fuel injec-tors, as well as internal recirculationof oil vapor to prevent air emissions.
FPT NA said the current range ofTier 3 engines will evolve toward Tier4 interim with the introduction of newtechnologies to reduce emissions.Solutions will vary by engine family.More specifically, for the F family, FPTproposes external exhaust gas recir-culation coupled with a diesel particu-late filter. For the C and N engine fam-ilies, FPT will adopt an SCR system.FPT will also apply technologies suchas common rail upgrades, high-pressure direct injection systems anda double turbocharger system to itsown engine systems.
Corporate NewsFiat Powertrain Technologies (FPT)
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
June 2010 DIESEL PROGRESS NORTH AMERICAN EDITION 41
TO REQUEST MORE INFORMATION ON THESE COMPANIES SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
The 31st Annual Engine Yearbook
continued on page 42
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42 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
and CNH Global N.V., both compa-nies of the Fiat Group, announced ajoint agreement to expand the FPTNorth America dealer network. FPTNA and CNH Parts and Service saidthey will cooperate in the areas ofafter-sales service and parts.
More information on FPT engines can be found on page 288 of the
2010 Global Sourcing Guide from Diesel &Gas Turbine Publications and at
GSGnet.net.
FARYMANN
Farymann North America215 Pelham Davis CircleGreenville, SC 29615Tel: (864) 627-8143Fax: (864) 627-8144Web: www.farymann.com
ContactsSyd Watson, presidentJordan Helms, operations manager
Power RangeDiesel: 5 to 19 hp
Corporate NewsGreaves Farymann Diesel GmbH
has appointed Farymann NorthAmerica as the industrial and ma-rine engine distributor for NorthAmerica and Mexico. The main of-fice and warehouse are located inGreenville, S.C.
In April, at the Bauma trade showin Germany, Greaves Farymannintroduced the model 55W — a new902 cc, two-cylinder, water-cooled,direct-injection diesel. The engine israted 19 hp at 3000 rpm, is 17.5 in.tall, with the cylinders inclined 15°from horizontal.
Greaves Farymann said its EPA-certified Tier 4 line includes the follow-ing models: the 15D/15W air- andwater-cooled, single-cylinder dieselrated 5.7 hp at 3600 rpm; the18D/18W air- and water-cooled, sin-gle-cylinder model rated 7 hp at 3600rpm; the 43F/43W air- and water-cooled single-cylinder diesel rated
14.7 hp at 3000 rpm; and the 55W ref-erenced above.
More information on Greaves Farymannengines can be found on page 277 of the
2010 Global Sourcing Guide from Diesel &Gas Turbine Publications and at
GSGnet.net.
HATZ
Hatz Diesel of America Inc.W229 N1645 Westwood DriveWaukesha, WI 53186Tel: (262) 544-0254Fax: (262) 544-6120E-mail: [email protected]: www.hatzusa.com
ContactsVice President and GeneralManager: William DurantEngineering: William DurantSales and Marketing: Vicki ZarlettiParts: Steve ZovarService: Lee Maramonte
Power RangeDiesel: 2 to 74 hp
New EnginesHatz has launched a new engine in
its Supra Series. The new 1D42 engine,a stroked version of the previous 1D41model, is rated 10 hp at 3600 rpm.
The company said the engine willbe its most efficient, with 16% morepower and up to 22% more torquethan its predecessor. This wasachieved by an approximately 8%increase in displacement from 0.413to 0.445 L. Hatz said the 1D42 enginecomplies with EPA Tier 4 regulations.It succeeds the 1D41, which wasphased out at the end of 2009.
The larger displacement is theresult of the more stringent PM emis-sions standards set by EPA for hand-start, fuel-injected diesels, Hatz said.The combustion chamber dimen-sions did not allow the required halv-ing of the PM emissions, so Hatzopted to maintain the piston boresize while increasing the stroke from65 to 70 mm.
“With the 1D42, we have achievedan out-of-proportional increase in per-formance, thanks to a change in theengine displacement and also byimproving the thermodynamics andcombustion,” said Theodor Tovar,project manager for the 1D42 atMotorenfabrik Hatz, the parent com-pany of Hatz Diesel of America.
The 1D42 engine is also availableas part of Hatz’s Supra Silent Packline. The Silent Pack system encapsu-lates the engine in an insulated, sheetsteel enclosure that can reduce noiseemissions by as much as 95% overopen engines, the company said.
Hatz has also launched a new ver-sion of the 1B20 engine for rammerapplications with the 1B20R model.
Emissions TechnologyHatz said it has certified all its sin-
gle-cylinder engines in the powerrange below 10 hp to EPA Tier 4 lev-els. This includes the 1B20, 1B30,1B40, 1B50, 1D42, 1D50 and 1D81engines.
Although direct-injected, air-cooled, recoil start engines can stillbe sold until 2012 with a PM level of0.6 g/kWh, Hatz has certified theengines to the final level already in2010 for most of the engines. This,the company said, will allow it toavoid having two different engine ver-sions in two years.
More information on Hatz engines can be found on page 325 of the
2010 Global Sourcing Guide from Diesel &Gas Turbine Publications and at
GSGnet.net.
ISUZU
Isuzu Motors America Inc.PowerTrain Division46401 Commerce Center DrivePlymouth, MI 48170Tel: (734) 582-9470Fax: (734) 455-7581E-mail: [email protected] Web: www.isuzuengines.com
TO REQUEST MORE INFORMATION ON THESE COMPANIES SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
The 31st Annual Engine Yearbook
continued on page 44
DPNA510.qxp 6/3/10 4:46 PM Page 14
Just as records are meant to be broken, standards are meant to be raised.
For years we’ve worked hard to make the most technologically advanced and environmentally friendly engines. Naturally, we're EPA compliant but we did
not stop there. At Mitsubishi, it’s not our nature to settle for status quo. We’ll continue to engineer, research and test our engines to meet the even more stringent future
performance and emissions demands – offering the proven choice for OEMs to confidently sell and promote their products to world wide markets. It’s a constant challenge to be the best.
But we wouldn’t have it any other way.
Raise the bar. Choose Mitsubishi Engines.www.mitsubishi-engine.com • Phone: (630) 268-0750 • Fax: (630) 268-9293 • 1250 Greenbriar Drive • Suite E • Addison, IL 60101-1065
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ContactsSales and Marketing: John C. DutcherEngineering and Service: Cody GarcelonService Training: Lou Tiso
Power RangeDiesel: 10 to 550 hp
JCB
JCB Power Systems Ltd.Dove Valley ParkFoston, Derby, England DE65 5BXTel: +44 (0) 1889 594022 (sales);
+44 (0) 1889 593205 (engineering)Web: www.jcbpowersystems.com
ContactsSales: Robert Payne Engineering: David Phillips
Power RangeDiesel: 74 to 161 hp
New EnginesJCB Power Systems has made one
of the biggest investments in its histo-ry to develop a clean diesel engine forthe off-highway sector in readinessfor incoming emissions legislation.The announcement of the new devel-opment also comes at a key time, asthe company continues to strengthenits global distribution network for OEMengine sales.
JCB Power Systems has investedaround £80 million (approximatelyUS$98 million) in researching anddeveloping a new combustion systemfor the new JCB Ecomax T4 4.4 Lengine — the latest generation of JCBDieselmax engines. The investmenthas delivered a system that eliminatesthe need for any exhaust aftertreat-ment, the company said.
The engine is now undergoing fullin-field testing before going into pro-duction in 2012 to meet Tier 4 inter-im/Stage 3b legislation.
Alan Tolley, JCB’s director ofengine programs, said, “The expecta-tion for the first part of Tier 4
interim/Stage 3b legislation was thatto achieve these really low particulatelevels you needed to fit a DPF.
“But when you look at that technolo-gy for our particular part of the market,namely midrange construction equip-ment, we see there are some real dis-advantages with that solution, in partic-ular increased fuel consumptionthrough increased backpressure to theengine. Also, in many applications loadcycles are light and the DPF doesn’tself-regenerate, so you have to force itto do so and it needs fuel to do it.
The 31st Annual Engine Yearbook
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“Our strategy therefore has been tomeet Tier 4 interim emissions stan-dards without a DPF, but also toachieve this without any exhaustaftertreatment. We have focused ourresearch and development efforts ona high-efficiency combustion system;in other words we have made sure wedon’t create the pollutants to start withrather than try and deal with themlater. This approach also gives usvery low fuel consumption levels.
“The solution we have come upwith gives significant advantages forour customers for packaging and inte-gration. The real end-user benefitscome in the shape of reduced cost ofownership and reduced fuel con-sumption and better reliability.”
DistributionJCB continues to grow its inde-
pendent engine distribution networkfor OEMs in the construction, industri-al, agricultural and power generationmarket sectors. The current JCB
Power Systems network covers keyterritories across Europe and theMiddle East, with new appointmentsso far this year including Australia,New Zealand and the South PacificIsles, specifically, Power EquipmentPty, headquartered in Victoria, Au-stralia. Next up, JCB said, is an ex-pansion into North America.
JOHN DEERE
John Deere Power SystemsP.O. Box 5100Waterloo, IA 50704-5100Tel: (800) 533-6446Fax: (319) 292-5075E-mail: [email protected]: www.johndeere.com/jdpower
ContactsIndustrial and Marine Sales: Geff Burris Industrial Engineering: Michael LefebvreMarine Engineering: Tom Lekar
Power RangeIndustrial Diesel: 48 to 600 hpMarine Diesel: 75 to 750 hpGenerator Drive Diesel: 54 to 59 hp
New EnginesJohn Deere Power Systems (JDPS)
has introduced its full lineup of Tier 4interim/Stage 3b diesel engines.These engines continue to utilize thePowerTech Plus Tier 3/Stage 3a plat-form, which uses cooled EGR for NOxcontrol, with the addition of an exhaustfilter for reducing PM.
For engines 174 hp and above,JDPS’ range includes the 6.8, 9.0 and13.5 L models. For Tier 4 interim/Stage 3b, the cylinder head, fuel sys-tem, cooled EGR, variable geometryturbocharger (VGT) and air-to-airaftercooling systems will be updated,but will be similar to Tier 3/Stage 3aconfigurations.
JDPS engines from 75 to 174 hpinclude the 4.5 and 6.8 L engines that
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46 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
feature cooled EGR, full-authorityelectronic controls, a four-valve cylin-der head, air-to-air aftercooling, ahigh-pressure common rail fuel sys-tem, a wastegated turbocharger orVGT and exhaust filter.
The primary differences betweenthe engines below 174 hp and en-gines above that power range are inthe exhaust filter size, turbochargingand dosing.
Exhaust filters are matched appropri-ately to the engine size and are engineor remote mounted for increased flexi-bility. These engines utilize an internalin-cylinder dosing strategy, while thehigher horsepower engines utilize anexternal dosing system integrated intothe exhaust system.
In the engine range below 75 hp,the John Deere PowerTech M 2.4 Lengines meet Tier 4 interim and Stage3a emissions regulations, while thePowerTech M 4.5 L meets Tier 4 inter-im emissions regulations without theuse of cooled EGR or an exhaust filter.
JDPS has also introduced its gen-erator drive Tier 4 interim power rat-ings for diesel engines. These Tier 4interim engines will utilize the sametechnologies as outlined in the previ-ous section.
The engine models and primepower ratings for the lineup at 60 Hz(1800 rpm) include: PowerTech E 2.4L, 27 to 28 kWe; PowerTech M 4.5 L,45 kWe; PowerTech PWX 4.5 L, 44 to60 kWe; PowerTech PVX 4.5 L, 73 to91 kWe; PowerTech PVX 6.8 L: 112 to134 kWe; PowerTech PSX 6.8 L; 162to 182 kWe; PowerTech PVX 9.0 L,182 kWe; PowerTech PSX 9.0 L, 205to 250 kWe; and PowerTech PSX 13.5L, 273 to 364 kWe.
This summer, JDPS will introduce
the gen-set ratings for its PowerTech6068AFM75, 6090SFM75 and6135SFM75 marine generator-driveengines. The John Deere marine gen-erator-drive engines range in dis-placements from 4.5 to 13.5 L andcover gen-set ratings from 35 to 383kWe. JDPS said these engines willmeet marine EPA Tier 2 and EU emis-sions requirements and achieveMARPOL Annex VI compliance.
The full lineup of John Deere gener-ator-drive engines includes non-emis-sions certified; EU Stage 2 and Stage3; and EPA Tier 1, 2, 3; and Tier 4 inter-im models ranging from 2.4 to 13.5 Ldisplacement and covering gen-set rat-ings from 26 to 411 kWe.
More information on John Deere engines can be found on page 233 of the
2010 Global Sourcing Guide from Diesel &Gas Turbine Publications and at
GSGnet.net.
JUNIPER
Juniper Engines Inc.101-1750 West 75th AvenueVancouver, BCCanada V6P 6G2Tel: (604) 718-2000Web: www.juniperengines.com
ContactIan Scott
Power RangeGaseous Fuel: 60 to 72 hp
KAWASAKI
Kawasaki Motors Corp. U.S.A.5080 36th Street S.E.Grand Rapids, MI 49512Tel: (616) 949-6500Fax: (616) 954-3031Web: www.kawpowr.com
ContactsSales & Marketing: Randy LockyearEngineering: Greg Knott
Power RangeGasoline: 3 to 37 hp
New EnginesKawasaki has launched the newest
and largest model in its FR Series V-twin engine line. The FR730V engineis designed to deliver up to 26 hp at3600 rpm and develops a maximumtorque of 42.1 ft. lb. at 2400 rpm. Theengine incorporates Kawasaki’s ex-clusive v-valve technology that isdesigned to deliver more power out-put with fewer emissions and betterfuel efficiency.
All three FR Series engines(FR651V, FR691V and FR730V) arecertified for Carb 3 and EPA require-ments for up to 250 hours of operation.According to Greg Knott, Kawasakiapplications engineering manager, thenew FR730V engine is sized for effi-cient powering of a wide range of con-sumer equipment, including ridingmowers, lawn tractors and other mod-erate use equipment.
The FR730V is an overhead v-valveforced air-cooled engine, with a dis-placement of 726 cc. The engine designincorporates hemispherical combustionchambers which, combined with the v-valve technology, minimizes engineemissions and delivers high power withsmoother operation, Kawasaki said.
The 90° V-twin cylinders includecast-iron liners for extended durabilityalong with a pressurized lubricationsystem. An internally vented carbure-tor is designed to keep the intake aircleaner and extend air filter life and afuel shutoff solenoid prevents back-fires, Kawasaki said.
KEM
KEM Equipment Inc.10800 SW Herman RoadTualatin, OR 97062Tel: (503) 692-5012Fax: (503) 692-1098E-mail: [email protected]: www.kemequipment.com
ContactsSales and Marketing: Ed Stevenson Parts: Randy Deeney
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The 31st Annual Engine Yearbook
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MTU meets even the most demanding drive requirements.
MTU Series 4000
When facing extreme conditions you need a drive system you can rely on. With more than 100 years of experience in diesel engine manufacturing, MTU is the first choice when it comes to powering industrial equipment. Availability, reliabili-ty, efficiency and concentrated power mark our diesel engines and systems. And with our unrivaled global service net-work, support is always available. Anytime, anywhere.
www.mtu-online.com
Power. Passion. Partnership.
A tognum group BrAnd
Diesel Progress Ad 8x10.5.indd 1 5/14/2010 2:36:43 PM
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Power RangeGaseous Fuel: 42 to 249 hpGasoline: 46 to 523 hpLPG: 46 to 209 hpDual Fuel: 42 to 118 hp
Corporate NewsKEM Equipment has introduced an 8.1 L fuel-injected LPG
engine for mobile applications. The engine is EPA certifiedand rated 250 hp. KEM also offers the 8.1 L LSI industrializedengine in LPG and natural gas versions rated 110 and 210hp, respectively.
KEM’s LSI engine line uses a GM engine block, whichthe company modifies for industrial use in mobile andpower generation applications. KEM is a manufacturer ofrecord for the GM LSI industrialized engine range, whichalso incorporates 1.6, 3.0, 4.3 and 5.7 L engines in gaso-line, natural gas, CNG and dual fuel.
The company also produces a range of GM marineengines under the Kodiak brand. New to the Kodiakmarine lineup is a 2.4 L gasoline engine rated 135 hp at4400 rpm. The engine has a rated torque of 169 lb.ft. andweighs 410 lb.
More information on KEM engines can be found on page 242 of the 2010 Global Sourcing Guide from Diesel & Gas
Turbine Publications and at GSGnet.net.
KOHLER
Kohler Co. Engine Division 444 Highland Drive, Kohler, WI 53044 Tel: (800) 544-2444 Fax: (920) 459-1570 E-mail: [email protected]: www.kohlerengines.com
Contacts Sales and Service: Dave EkvallMarketing: Cam LittEngineering: Amy Adams
Power Range Diesel: 6.7 to 64.4 hp Gaseous Fuel: 18 to 40 hpGasoline: 3.5 to 40 hp
New EnginesIn the second half of 2009, Kohler expanded its diesel
engine product line with the introduction of a combinationdiesel engine/transmission package featuring continuousvariable transmission (CVT) functionality.
The Kohler KDW 1003 is designed as a complete propul-sion system, combining the simplicity of driving a traditionalautomatic transmission (enhanced with CVT) with the preci-sion of a typical automotive gearbox. Rated 26.1 hp at 3600
The 31st Annual Engine Yearbook
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rpm, the combination of the three-cylinder, liquid-cooled diesel engine/transmission offering is targeted for off-road applications such as UTVs, quadsand snow machines, as well as otherwheeled or tracked applications.
Engine TechnologyKohler has made progress imple-
menting its closed-loop electronic fuelinjection (EFI) system as a standard fea-ture across the Kohler Command Proline of engines. Since first announcingthe EFI upgrade program by launchingthe Command Pro 29 hp, twin-cylinder,horizontal- and vertical-shaft, air-cooledgasoline engines, Kohler has moved tohave 12 new Command Pro EFIengines — ranging from 19 to 29 hp —available in the first half of 2010.Ultimately, Kohler will convert its entireCommand Pro line, 22 models rangingfrom 19 to 41 hp, to closed-loop EFI.Designed in partnership with Delphi,
Kohler’s new EFI system is designed forfuel savings, improved performance andreduced emissions.
Parts, Service and WarrantyKohler’s new Equipment Rental
Yard Dealer program, has been im-plemented to create a formalizeddirect relationship between Kohlercentral distributors and equipmentrental yard operators. As a result,rental yard operators opting into theprogram can power their commercial-grade rental equipment with Kohler’slineup of gas and diesel engines,backed by expanded and directaccess to Kohler parts and service, aswell as warranty fulfillment.
KUBOTA
Kubota Engine America Corp. 505 Schelter RoadLincolnshire, IL 60069
Tel: (847) 955-2500Fax: (847) 955-2501Web: www.kubotaengine.com
ContactsSales and Marketing: Dennis BourgoinEngineering: Dr. Tetsuro IkeshimaParts: Fred BellinderService: Mark Crenshaw
Power Range Diesel: 6 to 95.7 hpGaseous Fuel: 22 to 31 hp
Kubota Canada Ltd.5900 14th AvenueMarkham, ONCanada L3S 4K4Tel: (905) 294-7477Fax: (905) 294-1554Web: www.kubota.ca
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June 2010 DIESEL PROGRESS NORTH AMERICAN EDITION 49
expert. independent. sustainable.
www.aeieng.com+1.608.236.1231
TEST FACILITY TYPES
Alternative FuelsAltitude Test LabsAnechoic/Pass-byClean ManufacturingContainerized Test CellsEMI Test LabsEnd-of-Line Production Test Cells
Hybrid/Battery Drivetrain LabsHydrogen Test Facil it iesNVH/Servo-hydraulic Test LabsTest TracksThermal ChambersEngine & Chassis Test CellsEmissions Test Facil it ies
EuropeNorth AmericaSouth AmericaAsia-Pacific.
Thousands of facilitiesdesigned and commissioned.
Turnkey or design/bid/builddelivery.
Sustainable, LEED®-certifiedtechnical center expertise.
Product-independentconsultancy.
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50 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
ContactsSales and Marketing: John Paul Ouellette Engineering: John Baxter Parts: David Wright Service: Walter Steffler
Emissions TechnologyKubota’s statement on emissions
is: “Kubota continues to work towardthe transition to Tier 4 interim and Tier4 final. Customers can expect thesame quality and reliability for whichKubota engines are known, while alsoenjoying lower emissions. Collabora-tion with customers and extensive re-search and development are con-tributing to the successful evolution ofeach engine model to meet evenmore stringent regulations.”
Parts, Service and WarrantyKubota Engine America continues
expanding its distribution network intoCentral and South America. This net-work will provide the engine sales,service and support needed forKubota-powered equipment enteringthese markets.
General Marine Company Ltd., inGuyana, has joined Kubota as a newengine and generator distributor. Themain location is in Georgetown, andthere are eight dealers throughoutthe country that provide sales andservice support.
Eximport Distribuidores Del PeruS.A. (EDIPESA), located in Lima,Peru, has joined Kubota as a new gen-erator and generator parts distributor.
Corporate NewsThe Kubota Group celebrates its
120th anniversary this year. Kubota iscomposed of three business units:Farm and Industrial Machinery, SocialInfrastructure, and Water and Environ-ment Systems. These three businessunits are represented by the threerings in the 120th anniversary logo. More information on Kubota engines can be
found on page 173 of the 2010 GlobalSourcing Guide from Diesel & Gas Turbine
Publications and at GSGnet.net.
LISTER PETTER
Lister Petter Miami11400 Interchange Circle NorthMiramar, FL 33025 Tel: (954) 499-8551Fax: (954) 499-2778
ContactsGeneral Manager: Mario ChavezSales: Peter Barr, Garry StewartParts: Augusto TiomnoService: Herb RiveraE-mail: [email protected]: www.lister-petter.com
Power RangeDiesel: 2.7 to 369 hpGaseous Fuel: 8 to 53.6 hp
Emissions TechnologyLister Petter has developed a hybrid
power optimization system. Initiallythe system will be primarily focusedtoward the mobile mast sites used bythe telecom industry. Lister said thesystem has the potential to offer a car-bon emissions savings of between 48and 80%. In addition, it can also offersavings in OPEX of between 50 and85%, said Lister.
The ideal application is viewed ascountries where centralized power isunstable and diesel generators arerequired to run for at least 30% of eachday. The system is capable of expansionto include both solar and wind options.
Lister Petter has also introduced theLister Pack gen-set, which is available in50 and 60 Hz, is EPA compliant and thepower ranges from 2.8 to 5.0 kVa. Theset features an air-cooled diesel enginecoupled to a two-pole alternator andequipped with an acoustic canopy, 12 Velectric start system and 13 L fuel tank.
More information on Lister Petter enginescan be found on page 335 of the 2010
Global Sourcing Guide from Diesel & GasTurbine Publications and at GSGnet.net.
MAN
MAN Engines & Components 591 S.W. 13th Terrace
Pompano Beach, FL 33069 Tel: (954) 946-9092; (800) MAN-2842 Fax: (954) 946-9098 Web: www.man-mec.com
Contacts Sales: Gilbert Cauvin, Randy SuauMarketing: Jana GrimmEngineering: Harald Schneider Service: Dan Macri Parts (dealers only): Vince Dallmier
Power RangeMarine Diesel: 730 to 1800 hp Industrial Diesel: 302 to 1497 hp Gaseous Fuel: 72 to 563 hp
New EnginesMAN Engines & Components Inc.
has introduced new biogas andindustrial engines into the NorthAmerican market. The newest MANgas engine to be introduced is a tur-bocharged four-cylinder engine in theE0834 series. The model E0834 LE302 is the first engine that MAN hasproduced in the biogas segmentunder 134 hp. The E0834, equippedwith a turbocharger and two-stagecooling of the boost mixture, pro-duces 91 hp at 1800 rpm.
MAN Engines & Components nowoffers a total of 14 gas engines. Theproduct range includes the four-cylin-der E0834 series, the inline, six-cylin-der E0836 and E2876 series, and the8- and 12-cylinder vee series enginesranging in output from 71 to 590 hp.
In the diesel lineup, the newlydeveloped D2862 V12 diesel engineis the most powerful power genera-tion engine in the MAN Diesel HighSpeed Business Unit portfolio. Thisnew 12-cylinder unit has a displace-ment of 24.2 L and delivers 1073 hpat 1800 rpm for prime power, and1498 hp at 1800 rpm for standbyapplications.
Thanks to the new configuration ofthe engine, the D2862 is more powerfulthan its predecessor. Despite the majorincrease in power output, the D2862consumes 21 g/bhp-hr less fuel at full
TO REQUEST MORE INFORMATION ON THESE COMPANIES SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
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Increase Your Fuel Efficiency. Every™ Day.Cummins is ready for EPA Tier 4 Interim and EU Stage IIIB low-emissions standards
for 2011. Our fully integrated solution can achieve up to 5% better fuel efficiency –
leading to significantly reduced operating costs. These next-generation engines also
deliver enhanced performance, increasing productivity from your Cummins-powered
equipment. To learn how we can help you grow your bottom line for Tier 4,
visit us at Tier4.info.
©2010 Cummins Inc., Box 3005, Columbus, IN 47202-3005 U.S.A.
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load than its predecessor, MAN said. MAN said these results are
achieved through the use of commonrail injection and single-stage super-charging with a bi-turbo version tooptimize the charge reversal. MANadded that the dimensions of theD2862 engine make it especially suit-able for use in container gen-sets.
The launch of the D2862 marks thekick-off for a new generation of veeengines from MAN. In the next fewyears, further models with lower rat-ings will follow so that the productportfolio can be expanded and adjust-ed to market requirements.
MTU
MTU Detroit Diesel Inc.13400 Outer Drive WestDetroit, MI 48239-4001Tel: (313) 592-7000E-mail: [email protected]: www.mtu-online.com
ContactsIndustrial: Scott WoodruffPower Generation: Al ProsserOil and Gas: David OliphantMarine: Bernard BentgenMilitary: Tedd Grulke
Power RangeDiesel: 30 to 12,200 hpGaseous Fuel: 34 to 536 hp (gen-sets only)
New EnginesMTU has introduced its new elec-
tric drilling package (EDP) specifi-cally designed to meet the high runtimes and harsh operating environ-ments of the oil fields. Each self-contained package consists of adiesel engine, generator, radiatorand control panel mounted on arigid base frame. The generator ispowered by an MTU 12V 4000 G73engine, capable of producing 1482bhp plus 10% overload capability at1200 rpm. The engine features sec-ond-generation common rail fuelinjection from the Tognum sub-sidiary L’Orange (see April 2010,Diesel Progress North American).
One important feature of the EDP isthat it is a completely factory-built pack-age, making MTU the single source forall components of the system. It is fac-tory certified, and every component iscovered under MTU’s warranty. In addi-tion, every component of the packageis listed in MTU’s parts system, so itcan be supported by any of MTU’sservice locations around the globe.
MTU announced at Bauma 2010that it will be extending its lowerpower range with new four- and six-cylinder engines designated as theSeries 1000, Series 1100, Series1300 and Series 1500. Theseengines will cover the power rangesup to 750 hp and will be below therange of the Series 1600, which wasintroduced in 2009 (see story else-where in this issue).
MTU first introduced its Series1600 engine in May 2009 and begandelivering its first Series 1600 pow-ered MTU Onsite Energy generatorsets by the end of the year. The gen-sets were based on the 12-cylinderversion of the Series 1600, producing600 kW standby/550 kW primepower. In May of this year, MTUOnsite Energy released a 500 kWstandby/450 kW prime power gen-setbased on the 10-cylinder version.Additional generator sets featuringsix- and eight-cylinder versions of theSeries 1600 are also being devel-oped for release this year and 10-and 12-cylinder engine configura-tions for construction and industrialapplications will be launched for Tier4 final in 2014.
MTU also added the M61 to its line-up of marine diesel engines specifi-
52 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
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cally for commercial vessels — thelatest version of its Series 2000engine. This engine is available inboth 12- and 16-cylinder versions andcovers a power range of 805 to 1070bhp at 1800 rpm. It is IMO and EPATier 2 certified, MTU said.
In December, MTU introduced theeight-cylinder Series 4000 engine, thelatest in the “Iron Men” family ofengines specially optimized for theheavy-duty application requirementsof workboats. With this addition, theSeries 4000 Iron Men engines arenow available in three configurations— 8V, 12V and 16V — covering apower range of 1000 to 3000 bhp.
The eight-cylinder engine is EPATier 2-certified and covers a powerrange of 1000 to 1340 bhp. As withthe other configurations in theSeries 4000 Iron Men range, the 8Voffers EPA Tier 2 certification.Specific fuel consumption of theSeries 4000 workboat engine hasbeen reduced to 195 g/kWh, andmaintenance intervals for majoroverhauls have been extended to aslong as 34,000 hours, depending onoutput and load profile.
Emissions TechnologyMTU will be using a variety of emis-
sions control solutions to meet the Tier4 interim and Tier 4 final regulationsthat will come into effect in 2011 and2014, respectively. MTU said it hassignificant experience with both EGRand SCR, and will use the appropriateemissions control solution for theapplication.
For final Tier 4, MTU said theSeries 1600 will use EGR, with noDPF. The Series 100, 1100, 1300 and1500 under 750 hp will use EGR, aDPF and SCR. The Series 400, 500and 900, up to 644 hp will use SCRfor Tier 4 interim.
Corporate NewsIn March 2010, MTU announced
that it will move its North Americanengine operations from Redford,Mich., to Aiken County, S.C., while
still maintaining its administrativeoffices in Detroit, Mich. MTU willassemble its Series 2000 and Series4000 engines, and machine compo-nents for those engines in the formerSKF facility in the Sage Mill IndustrialPark. Production in Redford will con-clude in July and begin again in Aikenin October (see April 2010, DieselProgress North American).
The facility in Aiken underlinesthe strategic plan of the TognumGroup, MTU’s parent company, forregional expansion. Last year, MTUopened its first Large EngineService Center in San Leandro,Calif., to support the U.S. CoastGuard’s MTU Series 1163 enginesthat power the two National SecurityCutters, Bertholf and Waesche,which are based in Alameda, Calif.This summer, MTU plans to open anew sales and operations centernear New Orleans, La., to serveMTU’s commercial marine enginebusiness. With these new satelliteoffices, the Tognum Group hasseven North American officesbetween its MTU Detroit Diesel andMTU Onsite Energy subsidiaries.
As part of its separation agreementwith Detroit Diesel in 2006, MTU tookwith it responsibility for all Detroit Dieseltwo-cycle engines in both on- and off-highway applications. According toMTU research, there are over 300,000Detroit Diesel two-cycle engines still inuse today in a variety of applications.
Over the past year, MTU has contin-ued to focus on this market both forparts and service and for repoweropportunities with new MTU engines.In 2009, MTU launched a dedicatedwebsite (www.2-cycle.mtu-online.com)to reach current two-cycle customerswith product information, user storiesand a means to connect with MTU dis-tributors for parts and service.
More information on MTU engines can be found on page 187 of the
2010 Global Sourcing Guide from Diesel & Gas Turbine Publications and at
GSGnet.net.
The 31st Annual Engine Yearbook
www.firwin.com1 877 347 9467 or [email protected]
Thermal insulationdecisions can be hard ...
… Or they can be soft.
IT’S YOUR CHOICE WITH FIRWIN!Firwin, the pioneer in insulation blanketsfor engines and equipment, offers youtwo thermal insulation technologies.
Firwin HC (Hard Coat) is a rigid insulationmaterial that is applied directly to thecomponent to be insulated, such asexhaust manifolds, turbochargers,elbows and exhaust tubing. Firwin HCis less prone to punctures, tears and fluidabsorption and is more compact, whichcan be critical in engine compartmentswhere space is at a premium.
Firwin insulation blankets are the tradi-tional choice for engines and compo-nents such as exhaust and aftertreat-ment systems. They are easy to installand easy to remove, making them thechoice in applications where frequentmaintenance and inspection is arequirement.
Either way you choose,Firwin’s got you covered!
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
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MITSUBISHI
Mitsubishi Engine North America1250 Greenbriar Drive, Suite EAddison, IL 60101Tel: (630) 268-0750, ext. 607Fax: (630) 268-9293Web: www.mitsubishi-engine.com
ContactsSales and Marketing: Ted HanEngineering: Samson AyeleParts: Barbara ZabielloService: Mike Ichihara
Power RangeDiesel: 5.5 to 2680 hpGaseous Fuel: 375 to 1341 hp
New EnginesMitsubishi’s new engine lineup for
Tier 4 includes the following. From5.4 to 20.4 hp, it is the L Series: theL2E — 0.635 L and the L3E3 —1.102 L models. From 15 to 39 hp, itis the SL Series: the S3L2 — 1.319 Land 1.58 L S4L2.
In Mitsubishi’s K range of en-gines, the K38 with a 1.655 L dis-placement, is replacing the current1.879 L S3Q2 engine and has anoutput of 55 hp at 2500 rpm. The2.207 L K39 model, rated 73 hp at2500 rpm, is replacing the S4Q2model, while the 3.331 L K42 modelreplaces the current S4S and israted 99 hp at 2500 rpm.
Mitsubishi said the K38 and K39engines will use common rail systemtechnology without EGR, and bothengines will have a smaller displace-ment than current Tier 3 engines,while rated output will increase. Thecompany also said that fuel con-sumption for the K38 and K39engines will be 16% better than cur-rent SQ Series engines.
The model K42 engines will usecommon rail system technology withEGR and a DPF for Tier 4 interim,Mitsubishi said. Fuel consumption forthe K42 engine will be 12% betterthan current SS Series engines.
Distribution Additions to the Mitsubishi Engine
North America distributor networksince 2009 include: Collicutt, cover-ing California and parts of Ne-vada; Genrep, covering Ontario andQuebec, Canada; LandSea Powerfor British Columbia, Canada; andCanada Husker Power is nowresponsible for Nebraska, Kansasand parts of Missouri.
More information on Mitsubishi enginescan be found on page 281 of the
2010 Global Sourcing Guide from Diesel &Gas Turbine Publications and at
GSGnet.net.
NGE
Natural Gas Engines (NGE)655 Wheat Lane Wood Dale, IL 60156Tel: (630) 281-7107Fax: (630) 350-9588E-mail: [email protected]: www.ngengine.com
ContactDon Wilkins
Power RangeGaseous Fuel: 107 to 603 hpLPG: 107 to 416 hpCNG: 100 to 603 hp
NAVISTAR
Navistar Engine Group10400 W. North AvenueMelrose Park, IL 60160 Tel: (708) 865-3242Web: www.maxxforce.com
ContactsPresident, Navistar Engine Group:Eric TechVice President, General Manager,North America: Andrew DondlingerDirector, North American Sales: KyleP. Howard
Power RangeDiesel: 50 to 475 hp
TO REQUEST MORE INFORMATION ON THESE COMPANIES
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
The 31st Annual Engine Yearbook
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
DPNA510.qxp 6/2/10 5:16 PM Page 23
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
New EnginesIn late 2009 and early 2010, Navistar rolled out its line of
2010 EPA-compliant MaxxForce commercial diesel enginesfor the North American truck and bus markets. All incorporateNavistar’s dual sequential turbocharger air-managementsystem for increased performance and MaxxForce Ad-vanced EGR emissions technology to meet the new, lowerthresholds for NOx.
Upgrades include a compacted graphite iron blockand 300 hp/660 lb.ft. rating for the 6.4 L MaxxForce 7 V8turbodiesel, and four added power ratings for theMaxxForce 11 and 13 big-bore diesels, including multi-torque options for optimum fuel efficiency in certainvocational applications.
Navistar also began producing specially engineered ver-sions of its V8 MaxxForce 7 and I6 MaxxForce 9, 10, 11and 13 diesel engines for consumer and commercial appli-cations such as RVs, motor coaches, fire and rescue appa-ratus, and industrial equipment.
Corporate NewsIn May 2009, Navistar signed a multiyear agreement to
supply MaxxForce 7 turbocharged diesels to Capacity ofTexas Inc., a manufacturer of cargo-handling vehicles,which will now offer the engine in its Capacity brand termi-nal tractors. The V8 diesels, made by Navistar inHuntsville, Ala., will be fully compliant with applicable EPAemissions standards, the company said. Capacity will offertwo MaxxForce 7 models, one rated at 215 hp with 560lb.ft. torque, and one rated at 230 hp with 620 lb.ft. torque.The terminal tractors will be manufactured at Capacity’sLongview, Texas, plant.
In November, Navistar — after acquiring certainassets of Continental Diesel Systems US LLC —formed PurePower Technologies LLC, a company dedi-cated to research, development and manufacturing offuel-management systems and other diesel power sys-tem components. These include advanced EGR valves,intake throttles, high-pressure fuel injectors, next-gen-eration emissions control technologies and high-techmetal castings. PurePower currently operates an R&Dfacility in Columbia, S.C., a manufacturing plant inBlythewood, S.C., and a metal casting foundry inWaukesha, Wis.
In December, Navistar delivered to the Columbus, Miss.,Municipal School District its first school buses certified by theEPA to be compliant with 2010 diesel emissions require-ments. The 28 IC Bus school buses were purchased by theschool district with funding received earlier in the year fromthe EPA in conjunction with the American Reinvestment andRecovery Act’s National Clean Diesel Funding AssistanceProgram. The buses were built with EPA-certified MaxxForceDT Advanced EGR engines.
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Motor Components.qxp:Layout 1 11/20/09 10:54 AM Page 1
The 31st Annual Engine Yearbook
continued on page 58
DPNA510.qxp 6/2/10 5:18 PM Page 24
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New Emission Standards Mean Higher Temperatures.Higher Temperatures Demand Better Insulation Technology. We Are That Technology.
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58 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
In January of this year, Navistaracquired from Holley PerformanceProducts Inc. certain assets includ-ing intellectual property rights tosome of Holley’s electronic valvetechnology for diesel engine EGRsystems. PurePower Technologieswill manufacture the advanced EGRvalve in Blythewood.
In February, Navistar signed aconcept development agreementwith Clean Air Power Ltd. to de-velop Navistar’s MaxxForce 13 big-bore engine to run on naturalgas and clean diesel fuel for the North American commercialvehicle market.
More information on Navistar engines can be found on page 184 of the 2010
Global Sourcing Guide from Diesel & GasTurbine Publications and at GSGnet.net.
PSI
Power Solutions Inc. 655 Wheat LaneWood Dale, IL 60191Tel: (630) 350-9400Fax: (630) 350-9900E-mail: [email protected]: www.psiengines.com
ContactSales: Mark Doebler
Power RangeGaseous Fuel: 13 to 201 hpGasoline: 27 to 268 hpLPG: 27 to 201 hpCNG: 27 to 201 hp
PACCAR
Kenworth Truck Co.10630 NE 38th PlaceKirkland, WA 98033Tel: (425) 828-5000Web: www.paccarengines.com
Peterbilt Motors Co.1700 Woodbrook StreetDenton, TX 76205Tel: (940) 591-4000Web: www.paccarengines.com
Power RangeDiesel: 380 to 485 hp
New EnginesThe Paccar MX engine, introduced
to North America in 2010, is designedfor Kenworth and Peterbilt truck cus-tomers. The Paccar MX engine has anoutput range of 380 to 485 hp andtorque outputs up to 1750 lb.ft.
MX engine production in NorthAmerica begins this year at Paccar’snew engine facility in Columbus, Miss.The Paccar MX engine has completedover 50 million North American field testmiles, the company said, and in addi-tion has completed evaluation in hotand cold temperature extremes, highaltitudes and vocational applications.
Paccar said it was among the pio-neers in the design and manufactureof high-strength compacted graphiteiron (CGI), and the MX engine utilizesCGI in both the engine block andcylinder head. This premium materialis durable and light — resulting inoptimized power-to-weight perform-ance, Paccar said.
Other design features include theelectronically controlled high-pres-sure fuel injection system that deliv-ers the fuel economy benefits andassists in achieving the emissionsrequired by the EPA. Paccar also saidthat the engine’s block design andrear geartrain contribute to lower in-cab noise levels. The integral enginebrake provides performance across abroad range of engine speeds.
The MX engines are supported byKenworth and Peterbilt dealers at morethan 670 service locations in NorthAmerica. The dealerships have certi-fied Paccar MX trained technicians anda complete inventory of service parts.
Emissions TechnologyAll Paccar engines use EGR, a DPF
and SCR to meet the EPA 2010 dieselengine emissions regulations for NOxand PM. Paccar’s vehicles have suc-cessfully operated Euro 4 and Euro 5certified SCR emissions systems forseveral years in DAF trucks.
PERKINS
Perkins Engine Co. Ltd.N4-AC6170P.O. Box 610Mossville, IL 61552-0610
ContactsSales: Pat AtenMarketing: Mike Reinhart Parts and Service: Rob Ekenstam
Power Range Diesel: 11 to 302 hp
Emissions TechnologyPerkins has used the last year to
complete its range of Tier 4 interimcompliant diesel engines. The range isdesigned to offer not only specificpower outputs, but also a choice ofengine configurations and options thatprovide OEMs with the ability to“design in” the engine into an applica-tion with a minimum of re-engineering.
The new 1200 Series builds on thePerkins 1100D Series. At the top of therange is the 1206E-E70TTA, a 7 L, six-cylinder engine capable of producing300 hp. This represents a 21% in-crease in power over Perkins’ current6.6 L offering, giving OEMs, who mayhave chosen a larger engine previous-ly, the choice of the same power froma smaller engine package. The 1206E-E70TTA engine features two tur-bochargers — one small, one large —mounted in series.
Below 175 hp, a shorter-stroke ver-sion — the model1206E-66TA — is a6.6 L engine, which will be of interestparticularly to those applications requir-ing torque at low engine speed. Both1206E models utilize a DOC and DPF.
TO REQUEST MORE INFORMATION ON THESE COMPANIES SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
The 31st Annual Engine Yearbook
The
Perk
ins
854E
-E34
TA.
continued on page 60
DPNA510.qxp 6/3/10 4:52 PM Page 25
ITS SERIALNUMBER SOLVES
ANY PARTSMYSTERY.
HATZ EPO SYSTEM GETS YOU TO THE RIGHT PART, RIGHT AWAY.
With some engines, you’ll need the FBI to put your finger on a
replacement part. But with Hatz, you simply give us the engine serial
number and we’ll have all the information we need to get you the
right replacement part fast. Because the serial number gives us the model number, the engine
series, the year it was manufactured and the sequential build. Best of all, Hatz has hundreds of
distributors and dealers to get the right parts to you right away. And be sure you use Genuine
Hatz Replacement Parts, because anything less is a crime to your engine!
Visit our web site for product and distributor information www.hatzusa.com
Hatz Diesel of america, inc.
P.O. BOx 258 WAukesHA, WI 53187-0258
tel: 262.544.0254 • fax: 262.544.6120 • email: [email protected]
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
Hatz_Mystery.indd 1 11/25/08 1:40:48 PM
Further down the scale, the new1204 model replaces the current 1104engine. The 4.4 L four-cylinder engine isoffered in a choice of two versions: theturbo, intercooled version — the 1204E-44TA — produces 147.5 hp, uses a sin-gle turbocharger and is intercooled.
The twin turbo, aftercooled model1204E-44TTA is rated 174 hp andemploys a two-stage turbocharger,like the 7 L engine.
The company has also introduced anew 3.4 L four-cylinder engine — the850 Series. The 850 Series produces60 to 115 hp. As well as meeting Tier4 interim legislation, Perkins said the850 Series has the flexibility to inte-grate into applications in the agricul-tural, construction and material han-dling sectors.
At the top of this range is the model854E-E34TA, a turbocharged, air-to-air cooled, 3.4 L four-cylinder unitcapable of producing 115 hp. Again,the power density and torque charac-teristics allow OEMs to select thismore compact engine in place of alarger size, Perkins said. This down-sizing represents a cost savings andcreates more space to package thenew aftertreatment units.
The 850 Series range also benefitsfrom a common rail fuel injection sys-tem, smart wastegated turbocharger
and aftercooler, all regulated by full-authority electronic controls.
Starting in 2011, the engine, whichdevelops a peak torque of up to 310lb.ft., will be available in the 2200 to2500 rpm speed range. More information on Perkins engines can be
found on page 267 of the 2010 GlobalSourcing Guide from Diesel & Gas Turbine
Publications and at GSGnet.net.
PEUGEOT
Peugeot Citroën Engines150 Clove RoadLittle Falls, NJ 07424Tel: (973) 812-7600Fax: (973) 812-2280E-mail: [email protected]: www.peugeot-citroen-moteurs.fr/en-gb
ContactRich Darienzo
Power RangeDiesel: 25 to 75 hpGaseous Fuel: 16 to 147 hp Gasoline: 16 to 147 hpLPG: 16 to 147 hp
New EnginesPeugeot Citroën Moteurs (PCM) is
preparing to add a new model — the
2.2 L DW12NR — to its existing 1.4and 1.6 L diesel engine range. TheDW12NR is an inline, four-cylinderOHC engine with a cast-iron blockand aluminum cylinder head.
The DW12NR engine features ahigh-pressure common rail direct-injec-tion fuel system combined with inter-cooled turbocharging. PCM has beendeveloping its family of diesel enginesto meet the EPA Tier 4 final standardseffective in 2013. The DW12NR, up to74 hp, meets those standards withoutthe use of a particulate trap.
The DW12NR, like its sister engines,achieves this performance by leverag-ing the company’s experience in com-mon rail fuel systems and utilizing theadvance combustion chamber technol-ogy that the group has developed tomeet the on-highway Euro 5 standard,PCM said.
Elsewhere in the diesel range,Peugeot’s DV4 1.4 L diesel produces49 hp at 3000 rpm and 95 lb.ft. oftorque at 1750 rpm. The DV6NR 1.6 Ldiesel produces 64 hp at 3000 rpmand 132 lb.ft. at 1750 rpm. The new2.2 L DW12NR engine produces 74hp at 3000 rpm and 221 lb.ft. torque at1750 rpm.
PCM said it is also able to offer, forparticular applications, a range ofgasoline/LPG/natural gas engines as
60 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
TO REQUEST MORE INFORMATION ON THESE COMPANIES SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
The 31st Annual Engine Yearbook
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
DPNA510.qxp 6/2/10 5:23 PM Page 26
an option, or to replace a dieselengine. In addition to its four-cylinderengine families in this range, PCM willbe offering a three-cylinder enginefamily with 1.0 and 1.2 L displace-ments adding new packaging options.
Emissions TechnologyUp to 74 hp, PCM’s complete diesel
range will be certified to meet theEPA’s Tier 4 final standards utilizing aDOC and EGR but will not require adiesel particulate trap. PCM’s gas/natural gas/LPG engine will be certifiedto meet LSI standards for off-road use.
ROUSH/FORD
Roush Industries12447 LevanLivonia, MI 48150Tel: (313) 425-2754E-mail:[email protected]: www.roush.com
ContactSales: Larry Maccani
Power RangeDiesel: 300 to 390 hpGasoline: 255 to 362 hpLPG: 255 to 362 hp
Engine TechnologyRoush Industries, in conjunction
with Ford Component Sales, is fea-turing Ford engines for on- and off-highway applications. Featured areliquid propane injected versions ofthe 5.4 L 2V V8, and the 6.8 L 2V and3V V10 engines.
The Roush designed and engi-neered Liquid Propane Injection (LPI)fuel system, is designed to reducegreenhouse gas emissions with noloss of torque or horsepower. Theseengines are also being offered in anEFI gasoline version.
Both the LPI and EFI engines areavailable with a five- or six-speedautomatic transmission.
Roush is also offering a 6.7 L V8diesel powertrain package with a six-
speed automatic transmission thatmeets the 2011 Tier 4 emissionsstandards.
SCANIA
Scania U.S.A. Inc.121 Interpark BoulevardSuite 601San Antonio, TX 78216Tel: (210) 403-0007Fax: (210) 403-0211E-mail: [email protected]: www.scaniausa.com
ContactsSales and Marketing: SheldonMurdock, Per BacktemanParts and Service: Steve Heitzke,Magnus Folin
Power RangeDiesel: 240 to 800 hp
Renewable Fuels It is possible to run Scania diesel
engines on up to 100% fatty acidmethyl ester (FAME) fuel, which com-plies with European standardEN14214 or a maximum 5% FAMEaccording to EN590. Certain prereq-uisites apply, the company said.
DistributionScania U.S.A. said it is in the
process of developing its industrialdistribution and network to meet theincreased demand for its Tier 4 inter-im industrial all-speed engines for theNorth American market. The newindustrial network will cover all ofNorth America as of Jan. 1, 2011.
The 31st Annual Engine Yearbook
SEE DIRECTLINK @WWW.DIESELPROGRESS.COM
Scan
ia’s
D61
6.
continued on page 62
DPNA510.qxp 6/2/10 5:24 PM Page 27
62 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
SUBARU-ROBIN
Subaru Industrial Engines Robin America Inc. 905 Telser RoadLake Zurich, IL 60047 Tel: (847) 540-7300 Fax: (847) 438-5012E-mail: [email protected] Web: www.subarupower.com
ContactsSales and Marketing: Jay Peck, Brad MurphyEngineering: Yoshi Komatsu
Power RangeGaseous Fuel: 25 hpGasoline: 1 to 28 hpLPG: 25 hp
New Engines Subaru expanded its engine lineup
earlier this year with the inclusions ofthe SX Snow Power Series, the EX27All-Season engine and EX21 single-cylinder electronic fuel injection engine.
Designed specifically for snowthrowers, the new SX Snow PowerSeries features chain-driven over-head cam technology along with spe-cial features designed to providepower in snow-throwing applications.The line includes three models rang-ing in horsepower from 6 to 9.5 hp.
The All-Season engine combinesthe benefits of overhead cam technol-ogy from its EX Series engines withspecial cold-weather features of theSX Snow Power Series line to createa multiseasonal, 9 hp solution for avariety of outdoor equipment (seestory elsewhere in this issue).
Subaru also began production onthe EX21 single-cylinder electronicfuel injection engine. This modelincludes chain-driven overhead camtechnology, along with a redesignedcombustion chamber and optimizedintake and exhaust ports.
Parts, Service and Warranty As in the past, Subaru continues to
offer a three-year limited manufactur-
er’s warranty covering all of the com-pany’s industrial engine products.Beyond a longer coverage period,Subaru said it is committed to honor-ing all borderline claims. Under itspolicy, a tie always goes to the cus-tomer. Additionally, Subaru has madeclaims faster and easier with a sim-pler and more convenient online form.
Emissions TechnologyEPA Phase 3 emissions regulations
for 7 to 25 hp engines go into effect (withsome exceptions) on Jan. 1, 2011.Engines smaller than 7 hp will follow onJan. 1, 2012. Phase 3 is in many wayssimilar to the current regulations inCalifornia, so several of Subaru’s air-cooled utility engines are already in com-pliance, the company said. With only oneor two exceptions, all of Subaru’s lineupof consumer and commercial engineswill remain in production.More information on Subaru-Robin engines
can be found on page 273 of the 2010Global Sourcing Guide from Diesel & Gas
Turbine Publications and at GSGnet.net.
VOLVO PENTA
Volvo Penta 1300 Volvo Penta Drive Chesapeake, VA 23320 Tel: (757) 436-5173; (757) 382-4058Web: www.volvo.com
ContactsMarketing: Susan CallowaySales: Doug Rose
Power RangeDiesel: 175 to 768 hp
Emissions TechnologyVolvo Penta said its off-road engine
range uses SCR technology to complywith 2011 EPA Tier 4 interim emissionsregulations. Volvo SCR emissions sys-tems have been proven since its intro-duction in 2006 in high-volume appli-cations, the company said.
Volvo added its new SCR systemhas the same (or lower) cooling de-mand than today. This has the advan-
tage of minimizing noise levels and thecost of the radiator package. A smallerradiator also allows OEMs the flexibilityto accommodate the cooling system inspace-sensitive installations, VolvoPenta said.
Corporate NewsVolvo Penta announced the appoint-
ment of three new industrial engine dis-tributors. Tampa Armature Works, Tam-pa, Fla., has been appointed as theindustrial engine distributor for the stateof Florida. Superior Diesel Engines,Charleston, S.C., has been appointedindustrial engine distributor for thestates of Georgia, South Carolina,North Carolina, Tennessee and Virginia.Capital Engine Co., Columbus, Ohio,has been appointed industrial enginedistributor for the states of Ohio,Kentucky, Indiana, Lower Michigan andWestern Pennsylvania.
WAUKESHA
Dresser Waukesha 1101 W. St. Paul AvenueWaukesha, WI 53188Tel: (262) 547-3311Fax: (262) 650-5670Web: www.dresser.com/waukesha
ContactsSales: Lloyd BeauchampMarketing: Patricia Bianco
Power RangeGaseous Fuel: 160 to 4835 bhp
New EnginesDresser Waukesha has introduced
a new, more powerful version of its 16-cylinder 275GL Series engine forgas compression applications.
Waukesha said the 16V275GL+engine, rated 4835 hp at 1000 rpm, iscapable of 0.5 g/bhp-hr NOx, 1.8
TO REQUEST MORE INFORMATION ON THESE COMPANIES SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
The 31st Annual Engine Yearbook
Volv
o’s
TAD
1365
VE
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continued on page 64
DPNA510.qxp 6/2/10 5:25 PM Page 28
Step into the future with our new generation of Honda GX Series engines. They offermore power, greater fuel efficiency, and less noise. Plus, they already meet the EPA 2011regulations, even without a catalytic converter. And they simply bolt into place forcurrent applications with no chassis mods.
In addition, they offer a proprietary fuel storage technologythat’s designed to extend the life of today’s fuels. So maketracks to see our new GX Series. You’ll see why Honda isalways a step ahead. Find out more at honda.com
*Warranty applies to all Honda GX Series Engines, 100cc or larger purchased at retail or put into rental service since January 1, 2009. Warranty excludes the Honda GXV160 model. See full warranty detailsat Honda.com. For optimum performance and safety, please read the owner’s manual before operating your Honda engine. ©2010 American Honda Motor Co., Inc.
More Power. More Quiet. Same Footprint.
Builtlikeno other.
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
Honda_footprint.qxp 12/14/09 9:27 AM Page 1
g/bhp-hr CO and 0.7 g/bhp-hr VOCs,which meets the EPA’s 2010 Spark-Ignited New Source PerformanceStandard (SI NSPS) requirements of1.0 g/bhp-hr NOx, 2.0 g/bhp-hr CO and0.7 g/bhp-hr VOCs, effective July 1,2010. With its low NOx capability, the16V275GL+ engine also meets the cur-rent 0.5 g/bhp-hr NOx requirement fornon-attainment areas, Waukesha said.
Because the 16V275GL+ enginemeets each of these requirementsdirectly out of the exhaust stack, it doesnot require an emissions aftertreatmentsystem, Waukesha said.
The plus (“+”) symbol refers to aseries of engine improvements. Al-though a reduction in NOx emissionswas a primary objective in the design ofthe engine, the process also yieldedreduced levels of CO, and VOC levelsthat remain within the forthcoming EPAregulations. At the same time, the newengine maintains a 2% fuel-efficiencyadvantage, Waukesha said. In addition,the 16V275GL+ was designed with fuelflexibility so it will operate dependably atfull power even as fuel content varies.
Parts, Service and WarrantyDresser Waukesha has introduced
a retrofit kit for adding its ESM enginecontrol system to ATGL Series gascompression engines. The addition ofthe ESM is designed to maximizepower output and gas production anddeliver even higher levels of perform-ance and reliability, Waukesha said.
Dresser Waukesha realigned territo-ries among its authorized distributorsin the Western United States. PacificPower Products, Ridgefield, Wash.,added Idaho to its coverage area,which also includes Washington andOregon. Toromont Energy Services,Denver, Colo., was assigned Wyoming,
The 31st AnnualEngine Yearbook
Wau
kesh
a’s
plus
-siz
ed16
V27
5GL
+.
DPNA510.qxp 6/2/10 5:26 PM Page 29
SPONSORED BY
HONEYWELL TURBO TECHNOLOGIES ,
THE MAKER OF GARRETT® TURBOCHARGER S
2010 Engine Specs at
a Glance
PROGRESSDIESEL
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PRODUCTS • TECHNOLOGY • INDUSTRY NEWS
SpecsInsert_2010.qxp 6/2/10 2:43 PM Page 1
DIESEL GASEOUS FUEL GASOLINE LPG
54 to 496 hp
1 to 22.3 hp
10 to 175 hp
18 to 34 hp
2.4 to 36 hp12 to 28 hp
40 hp
11 to 6600 hp
95 to 4705 hp
60 to 3500 hp49 to 2350 hp
AGCO Sisu
AmericanHonda
Arrow
Briggs &Stratton
Cameron
Caterpillar
Cummins
CumminsWestport
Detroit Diesel
Deutz
Doosan
EDI
Farymann
FPT
Hatz
Isuzu
JCB
John Deere
Juniper
KEM
Kohler
250 to 320 hp
350 to 600 hp
20 to 670 hp
20 to 320 hp
35 to 1183 hp
114 to 605 hp
20 to 250 hp
20 to 250 hp20 to 250 hp
60 to 825 hp
5 to 19 hp
2 to 74 hp
10 to 550 hp
74 to 161 hp
48 to 750 hp
60 to 72 hp
42 to 249 hp
46 to 523 hp46 to 209 hp
6.7 to 64.4 hp
18 to 40 hp
3.5 to 40 hp
3 to 37 hpKawasaki
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2010 ENGINE
2010 Engine Specs at
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PROGRESSDIESEL
NO
RT
H A
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SpecsInsert_2010.qxp 6/2/10 2:44 PM Page 2
DIESEL GASEOUS FUEL GASOLINE LPG
6 to 95.7 hp
302 to 1800 hp
Kubota
Lister Petter
MAN
MTU
Mitsubishi
NGE
Navistar
PSI
Paccar
Perkins
Peugeot
Roush/Ford
Subaru-Robin
Scania
Volvo Penta
Waukesha
WestportInnovations
Wisconsin/Continental
Yanmar
Zenith
22 to 31 hp
2.7 to 369 hp
8 to 53.6 hp
30 to 12,200 hp34 to 536 hp34 to 536 hp
5.5 to 2680 hp375 to 1341 hp
107 to 603 hp107 to 416 hp
50 to 475 hp
13 to 201 hp
27 to 268 hp
27 to 201 hp
380 to 485 hp
11 to 302 hp
25 to 75 hp16 to 147 hp16 to 147 hp16 to 147 hp
300 to 390 hp255 to 362 hp255 to 362 hp
240 to 800 hp
25 hp1 to 28 hp
25 hp
175 to 768 hp
160 to 4835 hp
400 to 475 hp
37 to 74 hp
4 to 110 hp
35 to 103 hp
33 to 97 hp35 to 103 hp
37 to 74 hp37 to 74 hp
SPECS-AT-A-GLANCE
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2010 Engine Specs at
a Glance
PROGRESSDIESEL
NO
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PRODUCTS • TECHNOLOGY • INDUSTRY NEWS
SpecsInsert_2010.qxp 6/2/10 2:45 PM Page 3
A boosting technology worthy of bluer skies? Turbocharging turns exhaust gas
into clean power, helping engines run more efficiently than ever.
At Honeywell, we have been at the forefront of turbo innovation for more than
50 years, partnering with OEMs to optimize fuel efficiency, reduce emissions and
deliver performance drivers crave. Now we’re working on the future, developing
next-generation turbo technologies—whether for diesel, gasoline, hybrid or
bio-fuel powered vehicles—as we continue to create the turbo advantage.
For more information on our turbo technologies, please visit www.honeywell.com/turbo
©2010 Honeywell International Inc. All rights reserved.
turbo advantage
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Honeywell.qxp 5/26/10 9:46 AM Page 1SpecsInsert_2010.qxp 6/2/10 2:47 PM Page 4
Utah and Colorado north of Pueblo. Valley Power SystemsInc., City of Industry, Calif., added Arizona and Nevada to itscoverage area, which also includes California. Houston,Texas-based Waukesha-Pearce Industries assumed respon-sibility for Southern Colorado (south of Pueblo), New Mexicoand Kansas (except for Kansas City), in addition to its exist-ing territory, which is composed of Texas, Oklahoma,Arkansas and Western Louisiana.
WESTPORT INNOVATIONS
Westport Innovations Inc.101-1750 West 75th Avenue Vancouver, BC, Canada V6P 6G2 Tel: (562) 256-9922, ext 229 Fax: (562) 256-9966 Web: www.westport-hd.com
ContactSales: Kelly Mills
Power Range Gaseous Fuel: 400 to 475 hp
New EnginesWestport said it has continued the development of the
GX natural gas engine to offer emissions performancewhile maintaining equal horsepower, torque and efficiencyto a diesel engine. The application of Westport high-pressuredirect injection (HPDI) technology to the Cummins ISX en-gine reduces emissions to below EPA 2010 heavy-duty on-road application requirements, the company said. TheWestport GX engine is available through Paccar.
Emissions TechnologyThe 2010 Westport GX engine is based on the 2009
Cummins ISX 15 L engine and uses Westport HPDI technol-ogy along with the base engine’s cooled EGR technologyand a chassis-mounted SCR system to meet the EPA 2010emissions certification level.
Engine ratings have been increased over the previousproduct with the addition of a higher power rating of 475 hp.The 2010 GX engine is available with power ratings from400 to 475 hp and torque ratings of 1450 to 1750 lb.ft.
LNG fuel for the Westport GX engine is stored in an LNGtank, and drawn out with a pump powered by hydraulic oilfrom an engine-driven hydraulic pump. The LNG is vapor-ized — using excess heat from the engine coolant — andexits the tank module at approximately 100°F and 4500 psi.The warm, high-pressure gas is filtered and passed throughan accumulator vessel that dampens pressure fluctuationsand provides natural gas for engine start-up.
At the same time, a diesel fuel pump draws and pressurizes
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The 31st Annual Engine Yearbook
Trainingthatsticks.
training.firstgencom.com
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continued on page 66
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66 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
diesel fuel from a pilot diesel tank. Boththe diesel and natural gas are sent tothe fuel conditioning module, wherethey are pressure regulated, filteredand distributed to the fuel injectors viafuel rails. The GX engine is electroni-cally managed by the control units,allowing continuous adjustments.
Corporate NewsThe Westport 2010 GX engine is
available as a Paccar factory-builtnatural gas option on select Kenworthand Peterbilt chassis for the Class 8truck market.
WISCONSIN/CONTINENTAL
Wisconsin Motors LLC10 Industrial DriveDyer, TN 38330Tel: (731) 665-6151 Fax: (731) 665-6116Web: www.wisconsinmotors.com
ContactsEngines Sales: Dale RayParts Sales: Dean HolbrookService/Warranty: Dean Holbrook
Engine RangeGaseous Fuel: 37 to 74 hpGasoline: 37 to 74 hpLPG: 37 to 74 hpDual Fuel: 37 to 74 hp
Emissions TechnologyWisconsin Motors has completed
development of its water-cooled,Continental TME27 engine model andholds 2010 emissions certification withboth the EPA and the CARB.
The TME27 engine is currentlyavailable in gasoline, LPG and dual-fuel versions.
The gasoline engines are multipointfuel injected, and the LPG is regulat-ed by an electronic pressure regula-tor. All functions of the engine arecontrolled by an electronic manage-ment system. The engine was devel-oped with future proposed emissionsstandards in mind, the company said.
The air-cooled Wisconsin W41770E
and the V465E engines currently hold2010 certification with both agencies,Wisconsin Motors said. Both theseengine models are multipoint fuel-injected configurations with electronicengine management and throttle con-trol systems. All emissions work is con-ducted at the Wisconsin Motors emis-sions lab, adjacent to its manufacturingfacility in Dyer, Tenn. WisconsinMotors LLC said it will be the manufac-turer of record for all of its products.
YANMAR
Yanmar America Corp.101 International ParkwayAdairsville, GA 30103Tel: (770) 877-9894 Fax: (770) 877-7572Web: www.yanmar.com
ContactsSales: Yasuyuki KawasakiMarketing: George WoodcockEngineering: Alan ParkerService: John Dodge
Power RangeDiesel: 4 to 110 hp
Alternative Fuels Yanmar has approved the use of
biodiesel B20 blends for the entire lineof diesel engines. Yanmar’s BiodieselResearch & Development Center inMalaysia conducts long-term enginedurability tests, supervises biodieselprojects around the globe, and ana-lyzes how to maximize the potential ofbiodiesel fuel and lubricants acrossYanmar’s product lines.
New EnginesYanmar has developed a new
4TNV94HT-CR engine that is Tier 4interim compliant. The 4TNV94HT-CR engine is a 3.03 L four-cylinder,common rail engine that produces110 hp at 2500 rpm. With a smallerbore than previous Yanmar 3.03 Lengines, the 4TNV94HT-CR is chargecooled and utilizes a DOC/DPF sys-tem as well as cooled EGR.
Emissions TechnologyAll Yanmar engines under 25 hp
are already Tier 4 compliant, Yanmarsaid. For engines over 25 hp, Yanmarhas developed a system incorporat-ing a DOC and a DPF in combinationwith a common rail, cooled EGR plat-form that is Stage 3b compliant.
Corporate News Yanmar America has consolidated
all operations to the company’s newlybuilt 70 acre North American corpo-rate headquarters in Adairsville, Ga.
The Adairsville facility contains anexpanded and dedicated trainingcenter for dealers and distributors.The training facility includes ahands-on training area whereYanmar service providers gain first-hand experience in the mechanicalworkings, maintenance and serviceof Yanmar engines.
A new addition to the Adairsvilleheadquarters is a fuel injection equip-ment facility capable of testing andcalibrating pumps and other fuelinjection equipment to ensure warran-ty service support for both mechani-cally and electronically controlledengine fuel systems.More information on Yanmar engines can be
found on page 249 and 362 of the 2010Global Sourcing Guide from Diesel & Gas
Turbine Publications and at GSGnet.net.
ZENITH
Zenith Power Products14570 Industrial Park RoadBristol, VA 24211Tel: (276) 645-8623Fax: (276) 645-8681E-mail: [email protected]: www.zenithpowerproducts.com
ContactSales and Marketing: Bryan S. Memmott
Power RangeGaseous Fuel: 35 to 103 hpGasoline: 33 to 97 hpLPG: 35 to 103 hp
TO REQUEST MORE INFORMATION ON THESE COMPANIES SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
The 31st Annual Engine Yearbook
DPNA510.qxp 6/3/10 4:57 PM Page 31
New generation, NOT re-generationThe JCB Ecomax T4 engine meets Tier 4i emissions legislation without the need for a Diesel Particulate Filter. This innovative, highly efficient design will provide OEMs with improved packaging, significantly lower operating costs and up to 10% better fuel economy compared with Tier 3. With outputs from 74-173hp, peak torque up to 553lb/ft and a team of highly experienced Applications Engineers ready to tailor products to your requirements, JCB is the clear choice for OEMs and the leader in engine technology for the new generation.
For further information contact: [email protected] www.jcbpowersystems.com
The world’s fastest diesel car,powered by the JCB Dieselmax engine
Bonneville Salt Flats, USA - 23rd August 2006350.092mph/563.418kph
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Bonneville Salt Flats, USA - 23rd August 2006350.092mph/563.418kph
The world’s fastestdiesel car, powered by the
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15391 - Ecomax Ad.indd 1 07/05/2010 15:57
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JCB.indd 1 5/7/10 10:45:53 AM
Capstone Turbine Corp. has an-nounced the first boat powered by aCapstone C30 microturbine scheduled tolaunch in the Netherlands early thismonth. The 75 ft. prototype craft is ownedby Electric Ship Facilities in theNetherlands, the developer of a hybrid-electric propulsion system for ships thatcan operate on multiple types of powergeneration systems. The vessel willincorporate a Capstone C30 microtur-bine operating on diesel fuel and will bedemonstrated at maritime and energy-related tradeshows throughout Europeand to potential marine customers.
Capstone also announced that it hasbeen working with US 1 Industries andCalMotors to install a Capstone C65 micro-turbine to serve as the onboard generatorfor a US 1 Class 8 truck. According to thecompany, the C65 will help to extend the dri-ving range of the truck, which will be used toserve the Port of Los Angeles, Calif., andareas within 30 to 50 miles of the port.
The city of Burbank, Calif., has un-veiled what it called one of the first plug-inhybrid fuel cell buses in SouthernCalifornia. The bus is 35 ft. long and incor-porates a hydrogen fuel cell instead of agasoline or diesel engine. According toofficials, the bus has been put into serviceon city routes and gets the equivalent ofabout 10 mpg and can travel 250 milesbefore recharging — tripling the fuel econ-omy of a conventional diesel. The fuel cellbus was designed and manufactured byProterra and can carry up to 67 passen-gers and recharge in as little as 30 min-utes. The California Air Resources Board(CARB) and state Energy Commission
awarded the city $1.37 million to fund theroughly $1.7 million program.
Genco Supply Chain Solutionsannounced the purchase of 25 GenDrivehydrogen fuel cell power units from PlugPower Inc. The GenDrive units will beused to power lift trucks at a 450,000 sq.ft.distribution center in Graniteville, S.C., thatGenco operates for Kimberly-Clark Corp.
Thomas Built Buses has announcedthat it has begun offering BlueTec selec-tive catalytic reduction (SCR) exhaustemissions control technology for its entirelineup of school buses. According to thecompany, BlueTec-equipped vehiclesconsume less fuel, deliver higher engineperformance and meet the requirementsof the EPA 2010 emissions standards thattook place earlier this year.
Sensors Inc. has announced that it willprovide its SEMTECH-DS portable emis-sions measurement system for the TailpipeEmissions event of EcoCAR: The NextChallenge Competition finals. According to the company, the SEMTECH-DS isdesigned to measure CO, CO2, NO, NO2,THC and O2.
CARB has announced changes to thestatewide Voucher Incentive Program(VIP) that it said will help more Californiaindependent truckers qualify for the pur-chase of cleaner-running vehicles. Thechanges will make funding available to alarger variety of trucks that will help ownerscomply early with the statewide truck andbus emissions regulation passed in 2008.Changes to the VIP include reduced grossvehicle weight, lower minimum mileageacceptance, increased voucher money forhigher-mileage trucks, newer engine year
qualifications and up to $10,000 per truckfor exhaust retrofit.
Pep Boys has agreed to pay $5 million incivil penalties and take other correctiveactions to settle claims that it violated theClean Air Act by importing and sellingmotorcycles, recreational vehicles and gen-erators manufactured in China that do notcomply with environmental requirements.The fine was announced by the Environ-mental Protection Agency (EPA) and theU.S. Justice Department. Baja Inc., whichsupplied the noncompliant vehicles to PepBoys, is also settling with the U.S. govern-ment in a case. More information on the set-tlement is available on the EPA website.
Paccar said it has received U.S.Environmental Protection Agency (EPA)certification for its MX 12.9 L diesel engineto the 2010 emissions standards. This cer-tification and compliance with EPA 2010emissions regulations allows the MXengine to be installed in Kenworth andPeterbilt vehicles in North America, effec-tive immediately.
Praxair Inc. and Praxair Canada havesigned an alliance with Powerlabs Inc. tosell Praxair’s hydrogen and Powertech’shydrogen fueling equipment to materialhandling customers and distribution cen-ters, with a focus on hydrogen fuel cell-powered forklifts. dp
Capstone Microturbine-Powered Boat … CARBCites Changes To Voucher Incentive Program …Paccar Receives 2010 EPA Certification …
EMISSIONS & ALTERNATIVESCovering Fuel Cells And Other Emerging And Alternative Technologies
68 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
FOR UP-TO-THE-MINUTE
EMISSIONS NEWS, TURN TO
DIESEL PROGRESS ONLINE.www.dieselprogress.com
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In last year’s Alternatives Yearbook,the question of “when?” was posed inregard to the practical application ofthe fuel cells and other technologiesdescribed. One year of developmentlater and the question of “when?” isnow followed more frequently by “andwhat’s next?” as the technology movescloser to reality in a range of mobileand stationary applications.
A good example is Delphi, whichhas given a glimpse of both what hascome and may be coming with its solidoxide fuel cell (SOFC) technologybeing introduced in a truck auxiliarypower unit (APU). Such things arelikely to be merely the tip of the devel-opment iceberg and many other man-ufacturers are well down the road withtheir own fuel cell systems and othertechnologies that will continue to keepeveryone asking “what’s next?”
In recognition of the continuing devel-opment and progress of these distinctlynon-engine power system technolo-gies, Diesel Progress once again pres-ents its Alternatives Yearbook.
ALTERGY SYSTEMS INC.
140 Blue Ravine RoadFolsom, CA 95630Tel: (916) 458-8590Fax: (916) 200-0488Website: www.altergy.comContacts: Terry Carlone, Mickey Oros
Product LineAltergy produces the Freedom
Power stationary power systems usingproton exchange membrane (PEM)
tinuous power for hotel loads duringan overnight rest period, eliminatingthe need for engine idling or otherredundant anti-idling systems.
BCS FUEL CELLS INC.
2812 Finfeather RoadBryan, TX 77801Tel: (979) 823-7138Fax: (979) 823-8475Website: www.bcsfuelcells.comContact: Hari Dhar
Product LineBCS offers fuel cell stacks and sys-
tems for use in stationary and mobileapplications. Its product line also in-cludes membrane-electrode assem-blies (MEA) for PEM and directmethanol fuel cells, fuel cell testbench/demonstrator units. In additionto the traditional five-layer MEAs,BCS now also offers three-layer typeMEA (aka, catalyst coated mem-brane) for use in PEM fuel cells, elec-trolyzers and reversible fuel cells.
BOSCH REXROTH CORP.
Mobile Hydraulics Division2730 Research DriveRochester Hills, MI 48309Tel: (248) 265-5217Fax: (248) 844-2698Website: www.boschrexroth-us.com Contact: Michelle DuHadway
Product LineBosch Rexroth’s Hydrostatic Re-gen-
erative Braking (HRB) system includesa hydrostatic hybrid drive designed touse higher-performance hydraulicscompared with available batteries toreduce fuel consumption even in heavycommercial vehicles. The system is
fuel cells. With an output range of 5 to50 kW, the company’s primary focus ison backup power systems for telecom-munications operations.
ARVINMERITOR
2135 W. Maple RoadTroy, MI 48084Tel: (248) 435-1000Fax: (248) 435-1393Website: www.arvinmeritor.com Contact: Customer Service Team, (800) 535-5560
ArvinMeritor’s dual-mode hybrid drivetraincombines both mechanical and electricalpropulsion systems.
Product Line ArvinMeritor has developed the
Meritor dual-mode hybrid drivetrain,which combines both mechanical andelectrical propulsion systems. Under48 mph, vehicle propulsion is deliv-ered entirely through an electric motorwith power from lithium ion batteries,which are recharged through regener-ative braking and/or an engine-drivengenerator. At higher speeds, the drive-train phases to a diesel-powered sys-tem with the electric motor providingpower, only as required — allowingfor total system optimization.
The batteries can also provide con-
70 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
LOOKING FORWARD TO WHAT’S NEXT
continued on page 72
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HEROES DON’T WORK ON SCHEDULES.ON SCHEDULES.A moment’s notice isn’t something you can put on the calendar. That’s why rescue teams need reliable power. It takes them to danger and whisks victims to safety. MaxxForce® has been providing power to the fire and rescue industry around the world.This power is rooted in a commitment to getting the most out of diesel technology and it’s a commitment Navistar Engine Group has been championing for decades.
THE POWER BEHIND THE TEAM STARTS WITH MAXXFORCE.®
To learn more about the MaxxForce® team call 708-865-4341 or visit www.MaxxForce.com
®
ALWAYS PERFORMING.
24115_MaxxforceFINAL_5.indd 1 6/2/10 9:39 AM
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72 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
designed to reduce fuel consumptionup to 25% in vehicles used for short dis-tances such as urban buses, garbagetrucks, forklift trucks and delivery vehi-cles driven in city traffic.
Company NewsThe New York City Dept. of Sanitation
(DSNY) will begin a 9- to 12-month in-field evaluation of Bosch Rexroth’s Hy-drostatic Regenerative Braking (HRB)system in a CNG refuse truck. The fieldevaluation is intended to authenticatethe HRB system’s ability to add low-endtorque to the trucks’ operation to re-place power lost by the use of CNG.The test will provide real-world oper-ating data the DSNY will use to consid-er larger-scale deployment of the tech-nology within the city’s in-service andnew vehicle fleets. The Rexroth HRBsystem uses a hydraulic pump/motorconnected to the driveline to capturekinetic energy during vehicle braking.
CAPSTONE TURBINE CORP.
21211 Nordhoff StreetChatsworth, CA 91311Tel: (818) 734-5300Fax: (818) 734-5320Website: www.microturbine.comContact: [email protected]
Product LineMicroturbines rated 30, 65 and 200
kW. Products based on the 200 kW unitare also available in 600 kW, 800 kWand 1 MW configurations.
Company NewsCapstone said it has received notice
of grant awards by the U.S. Dept. ofEnergy (DOE) to participate in a devel-opment program valued at $5 million.The goal of the program is to develop a
more efficient microturbine combinedheat and power (CHP) system, and ispart of a CHP Technology Developmentand Demonstration program managedby the DOE’s Energy Efficiency and Re-newable Energy Office.
Part of the improved efficiency willcome from a new microturbine design,with a projected electrical efficiency of42% and power output of 370 kW. Thenew microturbine design will be com-bined with an integrated heat recoverysystem to provide a total system effi-ciency of 85%. The new microturbinewill be designed to meet the emissionsstandards of the California Air Re-sources Board (CARB), making itusable essentially anywhere in theworld, Capstone said.
Earlier this year, Capstone acquiredthe TA100 microturbine product linefrom Calnetix Power Solutions Inc.and entered into a manufacturing sub-contract agreement and an OEMagreement with selected exclusiverights to package a combined micro-turbine and waste heat recovery gen-erator product. The deal included therights and assets related to the manu-facture and sale of the CPS TA100100 kW microturbine generator.
CERAMIC FUEL CELLS LTD.
170 Browns RoadNoble Park, VictoriaAustralia 3174Tel: +(61) 3-9554-2300Fax: +(61) 3-9790-5600Website: www.cfcl.com.auContact: [email protected]
Product LineSolid oxide fuel cells rated 1 kW
for stationary power generation applications.
DELPHI PACKARD ELECTRICAL/ELECTRONIC
ARCHITECTURE
4551 Research ParkwayWarren, OH 44483Website: www.delphi.com
Contacts: George Powell, hybrid sales manager, (330) 306-1068, [email protected];Don Bizon, supervisor, product management,(330) 306-1033, [email protected]
A demonstration model of the Delphi solidoxide fuel cell auxiliary power unit shownmounted to a commercial truck.
Product LineHigh-power shielded electrical con-
nection systems, high-voltage wiringassemblies, battery cell intercon-nects, battery monitoring devices,battery service disconnect devicesand high-power electrical centers forOEMs and hybrid device suppliers.
Company NewsDelphi said it continues to work
with potential customers in key mar-kets to develop its solid oxide fuelcell (SOFC) technology. It is initiallybeing developed as an auxiliarypower unit (APU) for commercial andmilitary vehicles’ electrical power foruse during extended idle periods.Delphi’s SOFC APU operates inde-pendently of the vehicle’s main inter-nal combustion engine, providingpower to in-cab electrical appliancessuch as cab lights, refrigerators,microwave ovens and audio sys-tems. In future applications, Delphisaid its SOFC will also be able toprovide power to replace belt-drivencomponents such as engine coolingfans and water pumps.
The SOFC can also be used in sta-tionary and military applications, thecompany said. It can operate on a rangeof fuels, including natural gas, diesel,
TO REQUEST MORE INFORMATION ON THESE COMPANIES SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
The C200, one ofC a p s t o n e ’ smicroturb inescertified for cleanair operation.
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2011 2012 2013 2014 2015 2016 2017
AT-A-GLANCE
GLOBALDIESEL EMISSIONS REGULATIONS
PROGRESSPROGRESSDIESEL
PRODUCTS • TECHNOLOGY • INDUSTRY NEWS
Sudchemie_insert.qxp 6/1/10 3:41 PM Page 1
GLOBAL DIESEL EMISSIONS REGULATIONS AT-A-GLANCE-
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 usinga 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. Visitwww.dieselnet.com for the most current global emissions levelsEmissions information from industry and government sources. Diesel Progress and Süd-Chemie are not responsible for accuracy of data as presented. © 2010
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)
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**
2003-2004 2005-2008 2009-2010
Light-Duty Vehicles
Heavy-Duty Vehicles
2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
130-560 kW
56-130 kW
18-56 kW
Euro 3 Euro 4 Euro 5 * Euro 6
Euro 3 Euro 4 Euro 5 *
2000-2004 2005-2007 2008-2009 2014-2015
Light-Duty Vehicles
Heavy-Duty Vehicles
EUROPEAN UNION (EU) ON-HIGHWAY STANDARDS
Sudchemie_insert.qxp 6/3/10 3:08 PM Page 2
AT-A-GLANCE-
INDIA STANDARDS
BRAZIL STANDARDS
KOREA STANDARDS
RUSSIA STANDARDS
CHINA STANDARDS
Euro 3
Euro 4
Euro 4 Euro 5
Euro 2 Euro 3
(Phase in 2004-2006)
(No diesel cars allowed)
Euro 4 Euro 5
Euro 2 Euro 3 Euro 4 Euro 5
Euro 3
Euro 2
Euro 2
Euro 4
Euro 3
Euro 3
Euro 3
Euro 3
Euro 4
Euro 4
Euro 2
Euro 3 Euro 4
Euro 3
Euro 3 Euro 4
PROGRESSPROGRESSDIESEL
PRODUCTS • TECHNOLOGY • INDUSTRY NEWS
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
Light-Duty Vehicles
Major Cities
Nationwide
Heavy-Duty Vehicles
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
Light-Duty Vehicles
Heavy-Duty Vehicles
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
Light-Duty Vehicles
Heavy-Duty Vehicles
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
Light-Duty Vehicles
Major Cities
Nationwide
Heavy-Duty Vehicles
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
Light-Duty Vehicles
Heavy-Duty Vehicles
Sudchemie_insert.qxp 6/3/10 3:10 PM Page 3
Catalytic Exhaust Gas PurificationEnviCat®: Emission Control for Internal Combustion Engines and Gas Turbines
SÜD-CHEME Inc.Energy & Environment, Air Purification32 Freemont Street · Needham, MA 02494 · USAPhone: +1-781-444-5188 · Fax: +1-781-444-0130 [email protected] · www.sud-chemie.com
At Süd-Chemie, we recognize andrespond to the urgency of our customer’semission control product development, which is governed by ever tightening EPAand EURO/TA-Luft standard attainmentdeadlines. We strive to exceed thesedemands with our proprietary catalyst technology, unsurpassed in destruction rate efficiency and durability. We approach each opportunity with an eye for the spe-cific application, not with a single formulato fit all programs. Customer needs are frequently fulfilled with formulations opti-mized for their specific conditions andemission level requirements.
Gas engines for both stoichiometric operation and lean-burn conditions are common in decentralised power sta-tions, especially in combined heat andpower plants (CHP). Süd-Chemie offers EnviCat® catalysts for efficient control ofCO and of hydrocarbons such as NMHCs and VOCs. For stoichiometric/ rich-burn engines NOX is also reduced.
Diesel engines are extensively used for mobile and stationary power applications. In addition to carbon-monoxide and hydrocarbon oxidation,
a particularly low rate of SO2/SO3conversion is required. Specially modi-fied EnviCat® products are available, offering higher sulphur tolerance and reduced SO2/SO3 conversion. Whereas these oxidation catalysts suppress SO2/SO3 conversion, notably in the lower temperature range of up to approx. 750° F / 400° C, carbon-monoxide conversion is almost at the same high level as non sulphur resis-tant high performance catalysts.
Süd-Chemie provides various precious metal catalysts for the most cost effective solution. We provide our EnviCat® cata-lysts for traditional and alternative fuels emissions.
Diesel
Gasoline
Natural gas / CNG
Dual fuel
LPG
Landfill gas
Biodiesel
Methane
Hydrogen
In addition to the production of emission control catalysts, Süd-Chemie also pro-vides technical assistance in the applica-tion of these devices. With engine test cells in the United States and Germany, Süd-Chemie offers customer service in sales, marketing, and technical support worldwide.
1 Plains End, one of the world’s largest gas
engine power plants, is equipped with
Süd-Chemie’s EnviCat® oxidation catalysts
2 Catalysts for CNG buses in Asia
3 Diesel particulate filter for stationary and
mobile engines
4 cDPF on peak load shaving gensets at Chile’s
largest meat processing plant, Cecinas San
Jorge, in Santiago
Three-way catalystsThree-way catalysts simultaneously removenitrogen oxides, carbon monoxide andhydrocarbons from exhaust gas: Nitrogenoxides (NOX) are reduced to nitrogen andwater vapour, carbon monoxide (CO) is oxi-dised to form carbon dioxide (CO2), hydro-carbons (HC) are oxidised to create carbondioxide and water vapour. An air/fuel ratio controller will ensure that the catalyst receivesexhaust gas with the optimum oxygen con-tent for maximum efficiency. The oxygen con-tent in both the engine and the emission is controlled by a so-called Lambda sensor.
Oxidation catalystsHydrocarbons and carbon monoxide can beremoved from the exhaust gas using oxida-tion catalysts, both pollutants being oxidiseby the oxygen in the exhaust gas to form car-bon dioxide and water. The basic require-ments for total conversion are an adequatesupply of oxygen and a suitably high temper-ature. The oxygen content of the exhaust gas should exceed 2% (vol). The efficiency of oxi-dation catalysts also depends on the natureof the hydrocarbons.
Catalysed diesel particulate filters (cDPF)To purify exhaust of diesel engines, a ceramicwall-flow honeycomb material reduces partic-ulate matter (PM), carbon monoxide (CO) and hydrocarbons (HC). The filter’s catalytic coating dramatically reduces the tempera-ture necessary for oxidation and allows the filter to regenerate.
Süd-Chemie’s EnviCat® cDPF is CARB veri-fied as a Level 3 Plus device, capable of reducing PM by a minimum of 85% without a significant increase in NO2 levels.
1 2 3 4
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Sudchemie_insert.qxp 6/1/10 3:44 PM Page 4
biodiesel, propane, gasoline, coal-derived fuels and military logistics fuel.
EATON CORP.
Truck Group13100 E. Michigan AvenueKalamazoo, MI 49015Tel: (269) 342-3000Fax: (269) 342-3331Website: www.eaton.comContact: Don Alles,[email protected]
Product LineHybrid electric power systems for
medium- and heavy-duty vehicles,along with series hydraulic hybrid sys-tems and Hydraulic Launch Assist(HLA) technology.
Company NewsEarlier this year, Eaton announced
that its hybrid systems, installed onmore than 2400 vehicles around the
world, have collectively accumulatedmore than 30 million miles of service.Eaton hybrid systems in use todayare on delivery trucks, buses, refuseand utility vehicles and other commer-cial applications. Of the 30 millionmiles accumulated, FedEx alone,operator of one of the largest fleets ofcommercial hybrid parcel deliverytrucks in the United States, hasamassed more than 5 million miles onits hybrid trucks and vans.
Eaton’s electric, plug-in hybrid-electric and two hybrid-hydraulicpower systems are available or indevelopment on truck models includ-ing International, Peterbilt, Kenworth,Freightliner, Iveco, DAF, Daimler andFord, and on bus models from Foton,Zhongtong, Yutong, JNP, King Long,Shen Long, Heng Tong, BCI andSolaris. In 2009, Peterbilt began offer-ing customers a refuse truck withEaton’s HLA hybrid-hydraulic powersystem, and Eaton was selected to
provide nearly 400 plug-in hybrid utility vehicles as part of a U.S.Department of Energy grant in what isconsidered one of the largest U.S.deployments of plug-in hybrid com-mercial vehicles to date.
More recently, the company an-nounced that the U.S. General Serv-ices Administration recently purchased35 hybrid shuttle buses that utilizeEaton’s hybrid-electric power system.The buses will be placed into service atU.S. military bases.
ENOVA SYSTEMS INC.
1560 W. 190th StreetTorrance, CA 90501Tel: (310) 527-2800Fax: (310) 527-7888Website: www.enovasystems.com Contacts: John Mullins, chief oper-ating officer; Andrew Kim, U.S. mar-keting manager
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continued on page 74
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DPNA509.qxp 6/3/10 9:52 AM Page 3
74 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
Product LineDrive systems and related compo-
nents for electric, hybrid-electric andother alternative fuel-powered vehicles.
Company NewsEnova has unveiled its next gen-
eration of power electronics with thenew Omni series 200 kVA-capablepower inverter for hybrid-electricand all-electric medium- and heavy-duty commercial vehicles. In devel-opment since February 2009, theOmni series inverter provides dou-ble the continuous power of the cur-rent 90 kW system in a 50% smallerdesign package, Enova said.
Power-source agnostic, the newOmni series inverter also offers in-creased flexibility and ease of integra-tion, the company said. With plug-and-play connectivity, Enova said it iscompatible with a wide range of vehi-cle drive systems and motors, andcan be configured for HEV, PHEV andEV applications.
A new liquid-cooling strategy isdesigned to provide improved powerdensity, and software configurablecontrol allows common hardware to beused across many sizes of hybrid orelectric vehicles, Enova said. TheOmni series inverter is engineered tobe compatible with a wide range ofinduction and permanent magnetmotors, and its heavy-duty cast alu-minum chassis and robust designusing minimal harnesses and intercon-nects allows flexible vehicle mountingin any orientation, the company said.
HYDROGEN ENGINECENTER INC.
2502 E. Poplar StreetAlgona, IA 50511Tel: (515) 295-3178Fax: (515) 395-1877Website: www.hydrogenenginecenter.comContact: Joel Stevens, inside sales
Product LineHydrogen Engine Center Inc.
(HEC) designs, manufactures anddistributes alternative fuel internalcombustion engines and power gen-eration equipment from 35 kW to 1MW for distributed power, agricul-tural, industrial, airport ground sup-port, vehicular, business and homeapplications.
HYDROGENICS CORP.
5985 McLaughlin RoadMississauga, Ontario Canada L5R 1B8Tel: (905) 361-3660Fax: (905) 361-3626Website: www.hydrogenics.comContact: [email protected]
Product LineProton exchange membrane (PEM)
fuel cells from 8 to 30 kW and hydro-gen generators.
Company NewsEarlier this year, Hydrogenics
was awarded a contract to supplythe United Nations Industrial Devel-opment Organization (UNIDO) withsix HyPM HD8 fuel cell power mod-ules for a boat project coordinatedby the Internation-al Centre for Hy-drogen Energy Technologies(ICHET) in Istanbul, Turkey. Hy-drogenics will also supply carboncomposite hydrogen storage tanksand components, other auxiliariesand spare parts for two years ofoperation to ICHET, which is over-seeing the integration.
ISE CORP.
12302 Kerran StreetPoway, CA 92064-6884Tel: (858) 413-1720Fax: (858) 413-1733Website: www.isecorp.comContact: Alex Bernasconi, seniorvice president, sales and marketing
Product LineISE Corp. is a global producer of
hybrid drive systems and componentsfor heavy-duty propulsion, specializ-ing in hybrid-electric, all-electric andfuel cell technologies.
Company NewsISE announced in May that it will
begin accepting orders for its next-generation, battery-dominant CNGHybrid System for transit buses withproduction units expected to be avail-able in 2011. ISE said the system isexpected to improve fuel efficiency byup to 40%, which it said enables theremoval of a significant amount ofonboard fuel storage without compro-mising vehicle range.
The ISE CNG Hybrid Systemuses the Ford V10 engine, whichthe company said is more than 1000lb. lighter than modified dieselengines often used in CNG vehiclesand also avoids the complexity ofdiesel exhaust aftertreatment. Thesystem uses the company’s propri-etary lithium energy storage sys-tem, which ISE said provides highperformance and long life. It is con-figured within an environmentallysealed housing.
NUVERA FUEL CELLS
129 Concord Road, Building OneBillerica, MA 01821Tel: (617) 245-7500Fax: (617) 245-7511Website: www.nuvera.comContact: Danielle Andre, marketing
Product LineProton exchange membrane
(PEM) fuel cells from 5 to 125 kW,along with hydrogen generators andfueling stations.
ODYNE SYSTEMS LLC
N4 W22610 Bluemound RoadWaukesha, WI 53186Tel: (262) 544-8405Fax: (262) 547-8407Website: www.odyne.com
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continued on page 76
DPNA509.qxp 6/3/10 9:53 AM Page 4
Go “Clean and Green” by running Lean with the EGCBy running your engine in lean burn mode, we can normally meet new EPA emissions requirements without the addition of a catalytic convertor. Running lean also saves fuel, extends engine life, and even reduces CO2.
Maintain Continuous Emissions Compliance Even With Changes in Load or SpeedBy integrating an advanced mixingventuri not only does the EGCImprove air and fuel mixing, but ithelps to ensure emissions complianceeven with big changes in load.
8845 Rehco Road, San Diego, CA 92121 Tel 858/453-9880 Fax 858/453-5078 www.continentalcontrols.com
Simply the Best AvailableWhen even more stringent emissions reduction is required, the EGC can be used with a catalytic converter to obtain the lowest possible emissions from a gas engine. And the EGC offers on-board diagnostics to help ensure long term compliance. Compare it to other systems on the market and you’ll agree it’s the best available control technology.
Call Today!Our sales and engineering staff will be happy to assist you. Make the EGC part of your new commitment to a cleaner, greener, (and possibly leaner) gas engine!
888/453-9880www.continentalcontrols.com
Guess Which One Has Lost The Most?
EGC 2 & EGC 4Electronic Gas Carburetors
(Emissions, That Is.)
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CCC_DP.qxp 3/30/09 4:23 PM Page 1
Contact: Matt Jarmuz, director of sales
Product LinePlug-in hybrid drivetrains for medium- and heavy-duty trucks.
PROTON MOTOR FUEL CELL GMBH
Benzstrasse 782178 Puchheim, GermanyTel: +(49) 89-1276265-0Fax: +(49) 89-1276265-99Website: www.proton-motor.deContact: [email protected]
Product LineProton exchange membrane (PEM) fuel cell systems
from 5 to 150 kW for industrial applications, commercialvehicles, material handling equipment, stationary powersupplies and uninterruptible power systems.
RELION
15913 E. Euclid AvenueSpokane, WA 99216Tel: (509) 228-6500Fax: (509) 228-6510Website: www.relion-inc.comContact: Sandra Saathoff, marketing communications
Fuel Cell TypePEM fuel cells.
Product LineProton exchange membrane (PEM) fuel cells — E-200,
T-1000, T-2000 — from 50 W to 12 kW for telecommunica-tion, utility, transportation communications and governmentbackup power applications.
Company NewsReliOn’s E-200 hydrogen fuel cell system was named
as a finalist in the Green Solutions category in the CITAEmerging Technology (E-Tech) Awards. According to thecompany, the E-200 is designed to be an economicalsmall-scale backup power option, which provides reliablepower for smaller-scale power applications. It is a com-pact, complete fuel cell system housed in a 3.5 in. tall, 2Urack-mountable package.
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Our best work begins by thinking outside the box.
1740 Eisenhower Drive | P.O. Box 5905De Pere, WI 54115-5905
920-490-3250 | Fax 920-617-3308 | www.robinsonenclosures.com
WHERE CUSTOM IS STANDARD
Our best ideas go inside.At Robinson Custom Enclosures, our state of the art designbegins by thinking outside the box. We custom design eachenclosure package to meet the customer’s need in themost cost-effective way possible.
Our best ideas go inside.
ReliOn’s E-200 fuel cell system provides dc power for equipmentneeding under 175 W in a 2U rack-mountable chassis.
DPNA509.qxp 6/3/10 9:53 AM Page 5
dpPICPRODUCT INFORMATION CENTER
Temperature SensingAnd ControlAthena Controls, a manufacturer oftemperature/process controllers, sen-sors and related accessories has pub-lished a 156-page product catalog con-taining product overviews and features,detailed technical specifications andmechanical characteristics for the com-pany’s controllers and sensors used inheating and cooling applications.
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Bearing Applicationsigus, a manufacturer and distributorof plastic plain bearings, sphericalbearings, liner bearings and slides,has published a new brochure outlin-ing its product applications. Theseapplications include use in packag-ing, agriculture, medical, food andentertainment industries. The bro-chure also covers additional servicesoffered by igus.
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Single-, Multi-Axis Controllers Information is available from OEMControls Inc. covering its single- andmulti-axis controllers. Descriptions areprovided for dual-axis controllers, single-axis contactless controllers andCANbus systems. OEM Controls fabri-cates metal enclosures and designsand assembles control systems andsurface mount board assemblies.
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Return FiltersLiterature is available from MP Filtriabout i ts MPF Series f i l ters, de-signed for return lines and installedsemi-immersed in a reservoir. TheMPF filters are rated for a flow up to210 gpm and were designed for usein mobile applications, agriculturalmachinery and power uni ts. Thebrochure includes specifications andproduct diagrams.
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June_LIT.qxp 6/3/10 10:35 AM Page 1
STATIONARY POWER
Lincoln Adds To Engine-Driven Welder Line
Lincoln Electric Co., Cleveland,Ohio, has introduced three newproducts to its engine-driven
welder line. The Outback 185, Outback145 and Ranger 225 were designed toprovide portable welding capabilitiesfor job sites and other outdoor weldingapplications, in a range of outputs.
The Outback 185 is designed forportability as a dc stick welder and acgenerator, and it is targeted towardservice truck operators, maintenancecrews, farmers, ranchers and con-tractors. It has a smooth dc weldingoutput of up to 185 Amps, Lincolnsaid, which can be used for weldingsteel, stainless steel or cast iron, aswell as hardfacing projects.
The Outback 185 is driven by a sin-gle-cylinder Kohler Command gaso-line engine rated 12.75 hp at 3600rpm. The engine drives a Lincoln-builtgenerator that incorporates all-copperwindings in the rotor and stator andproduces 5.7 kW peak and 5.2 kWcontinuous output that can be used topower grinders, work lights andpumps, as well as for motor startingand providing emergency power.
Including the 6.8 gal. fuel tank, theOutback 185 is 25.5 in. high x 21.1 in.wide x 31.5 in. deep and weighs 310lb. Low-lift grab bars at both ends ofthe unit make it easier to lift in and outof truck beds and provide protectionagainst damage, the company said.
The Outback 145 welder was de-signed with a focus on portability,affordability and functionality, Lincolnsaid. Weighing 238 lb., the Outback145 is targeted toward contractors,maintenance crews, farmers andranchers, as well as for use on servicetrucks where portable dc stick weldingand ac generator power are needed.
“The Outback 145 is an alternativechoice to the Outback 185 whenbudget is a concern,” said Eric Snyder,product manager, Engine DrivenWelders. “It uses the same tube frameas the Outback 185, yet it is still lighterand smaller than a Ranger product.”
The 25.5 x 21.1 x 31.5 in. Outback145, powered by a single-cylinderSubaru EX30 OHC gasoline enginerated 10 hp, delivers 145 Amps of dcoutput and 4.75 kW peak and 4.25kW continuous ac power for acces-
sories such as grinders, work lightsand pumps.
The fully enclosed Ranger 225welder is primarily used by construc-tion contractors, maintenance crews,farmers and ranchers, Lincoln said.The full enclosure is designed foradded engine protection and reducednoise levels — 76.4 dB(A) at 23 ft.,the company said.
The Ranger 225 is powered by atwo-cylinder, overhead valve, air-cooled Kohler gasoline engine rated23 hp. The engine drives a Lincolngenerator that produces 225 Amp/25volt output for stick, TIG, MIG andflux-cored arc welding applications,as well as arc gouging. The enginealso incorporates an oil drain exten-sion for easier oil changes and a 12gal. fuel tank for extended run times,said Lincoln.
The Ranger 225 is designed to pro-vide smooth dc welding output, aswell as 9 kW continuous and 10.5 kWpeak ac generator power, the compa-ny said. dp
www.lincolnelectric.com
Among Lincoln Electric’s newest additions to itsportable welding line are (from left) the Outback 185,Outback 145 and Ranger 225 welder generators.
78 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
DPNA464.qxp 6/2/10 2:39 PM Page 1
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Testo_DPNA.indd 1 5/14/10 11:51:08 AM
GASOLINE ENGINES
NEITHER RAIN, NOR SNOW …Subaru’s new All-Season engine designed to deliver reliable performance in all climates
BY MIKE BREZONICK
Industrial gasoline engines aredesigned to operate effectively ina broad range of average ambi-
ent temperatures. But the reality isthat they often are used in applica-tions where the conditions — whichcan range from the dead of winter tothe dog days of summer — are any-thing but average.
In an effort to address the require-ments of equipment that may have towork year-round, Subaru has launcheda new engine designed to operate ef-fectively at both extremes. Subaru’s All-Season engine incorporates the bene-fits of the overhead cam (OHC) tech-nology used in its EX Series engineswith several of the cold-weather fea-tures of the SX Snow Power engine line(see January 2010, Diesel Progress)to create a multiseason powerplantrated 9 hp that can be targeted towarda variety of outdoor equipment applica-
tions, such as log splitters, chippers/shredders and lawn and turf seeders.
“The whole outdoor power equip-ment industry kind of got used toengines not working when it got coldin the fall,” said Brad Murphy, vicepresident of sales and marketing forSubaru Industrial Power Products.
“A couple of years ago, we startedselling engines into the log splittermarket where operation in cold weath-er — especially in Canada and theNorthern United States — is critical.We also sell several engines in rotarybrooms, which are used for regularsweeping during the warmer monthsas well as for snow in the winter.
“As a result, we started looking atthe issues caused by the varying tem-peratures, and that’s how this enginewas developed. It’s just us finding away to fill another niche in the market.”
The All-Season engine is based on
the EX series platform that was firstintroduced in 2001 and has sincebecome the backbone of the Subarusingle-cylinder industrial engine line. Itincorporates a single, slant cylinder ina cast aluminum block with a cast-ironcylinder liner for greater durability andlonger service life. It has a bore andstroke of 75 mm x 60 mm for an over-all displacement of 265 cc, and like allof the EX engines, it has a chain-driven overhead cam system, alongwith a redesigned combustion cham-ber that features a high-efficiencypent-roof design in which the top of thecombustion chamber is angled. In thisdesign, the intake and exhaust valvesare at a 45° angle relative to the centerof the cylinder, which in combinationwith the intake and exhaust valve con-figuration, intensifies the air intake andfuel-air mixing and reduces dead vol-ume in the cylinder.
Subaru’s new All-Season engine is designed for out-door power equipment that may need to operate effec-
tively from summer to winter. The 9 hp engine combines arange of features from the company’s EX industrial andSX Snow Power engines into a unit that offers an oper-ating temperature range of -20° to 140°F.
80 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
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GASOLINE ENGINES
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G
In order to serve as a year-roundpower option that requires no climate-related adjustments over an operat-ing temperature range of -20° to140°F, the All-Season engine has tobalance the demands of both low-and high-temperature operation. “It’snot as simple as taking all of thethings we did with the snow engineand trying to make it work in the sum-mer,” said Murphy. “Put a snow en-gine into a machine and run it inAugust and everything will overheat.
“We actually did a combination ofthings. We used some of the snowengine features, like the bafflesunder the fuel tank that protect thelevers and linkages that operate thegovernor and throttle controls. Whatcan happen when it’s cold is thatsnow and moisture get in thoseareas and the throttle and linkagecontrols freeze.”
A plastic baffle section is also posi-tioned under the cylinder head. Thisdirects some of the heat of the engine
into the air cleaner system, eliminatingpotential ice build-up in the float-typecarburetor and airflow restriction in theventuri. “We found that if we raise thetemperature of the intake air by about10°C (18°F), it’s enough to prevent thecarburetor from icing up, but it’s notenough to cause overheating when it’shot outside,” Murphy noted.
The warmer air to the carburetoralso helps maintain engine tempera-ture and provides for easier starting,the company said.
Other EX engine design features— including special heat dissipationfins on the inner and outer crankcasesurfaces, cooling passages and finsdesigned into the mounting base, aswell as the OHC design allowing for360º airflow around the exhaust andintake valve stem areas, which helpskeep the internal engine tempera-tures lower — provide the neededcooling capacity.
The chain-driven OHC system andautomatic decompression system
with specially designed recoil housing— another EX engine feature —result in recoil pulling forces 30 to40% lower than similarly sized en-gines, the company said. For applica-tions requiring electric start, the All-Season engine is available with a 120V starter system. “A lot of our Cana-dian customers wanted an electricstart,” Murphy noted, “but there areproblems with 12 V starters when itgets really cold, so we went with the120 V system.”
The All-Season engine meets EPAand CARB emissions regulations, thecompany said, and is backed by athree-year limited warranty. The en-gines are manufactured by Fuji HeavyIndustries Ltd. at its 988,966 sq.ft.Kitamoto plant in Saitama, Japan. dp
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DPNA506.qxp 6/1/10 12:41 PM Page 2
INDUSTRY NEWS
TAKING ON THENEXT TIER 4THRESHOLDCummins unveils engines to meet 75 to 173 hp emissionsstandards for 2012; Cummins Compact Catalyst key addition
BY MIKE BREZONICK
Jan. 1, 2011, is the date many inthe engine-powered equip-ment industry have memorized
as the start date for the EPA’s Tier 4engine emissions standards. Yet it’sjust one of the Tier 4 milestones stillahead, as it affects only the engines inthe 174 to 750 hp power band.
Exactly one year later, Tier 4 beginsfor engines between 75 to 173 hp, andwhile to date most of the industry’s at-tention has been on the how and howmuch of the 2011 technology, the 2012standards, which have their own uniquechallenges, suddenly seem a lot closer.
Thus it was that Cummins, whichwas among the first engine manufac-turers to establish and publicly explainits 2011 Tier 4 technology path, usedthe recent Bauma exhibition to revealthe engines and technologies it will useto surmount the 2012 hurdle.
Cummins displayed the latest gener-ations of its four-cylinder QSB3.3 andQSB4.5 engines, which the company
said are designed to provide a simpli-fied Tier 4 installation across a 75 to160 hp power range. The QSB3.3 cov-ers an output range of 75 to 110 hp,while the QSB4.5 spans a range of 110to 160 hp. Peak torque ratings remainunchanged from Tier 3, with theQSB3.3 topping out at 306 lb.ft. and theQSB4.5 reaching 466 lb.ft.
Much of the Tier 4 technology beingapplied to the 3.3 and 4.5 L platformsis familiar, as much of it was whatCummins used on many of its largerengines for 2011. These include:
• the Direct Flow air cleaner fromCummins Filtration, which is engi-neered to provide more perform-ance and dust-holding capacity ina more compact envelope;
• an electronically controlled, highpressure common rail (HPCR)fuel system;
• the CM2250 electronic controlmodule (ECM), the company’scommon Tier 4 control platform;
• a scaled-down cooled exhaustgas recirculation (EGR) systemfor NOx reduction; and
• a variable flow turbocharger thatincorporates a simple variable tur-bine mechanism designed to im-prove boost across a wide enginespeed range.
While nearly all of that had beenseen in one form or another before,the new engines included one smalladditional item that drew big interestat Bauma, the Cummins CompactCatalyst developed by CumminsEmission Solutions.
Shown publicly for the first time inMunich, Germany, the Cummins Com-pact Catalyst incorporates a catalyticcoating and substrate within a stain-less-steel can, all tailored specificallyto the QSB3.3 and QSB4.5 engines. Itis designed to remove particulate mat-ter (PM) from the exhaust stream bysimple, flow-through passive oxidationand was engineered to be extremelycompact to allow for tight installationson smaller equipment.
“It’s the next evolution of the dieseloxidation catalyst (DOC) for Cummins,”said Chris Calas, engine manager forthe QSB3.3 at Cummins. “It involvedfine tuning the substrate surface andthe washcoat to get the highest PMreduction while using the least amountof precious metals in order to make itas cost-effective as possible.
Cummins used the recent Bauma show to unveil its engines and technologies for the 75 to 173 hp Tier 4 interim/Stage 3b standards thattake effect in 2012. The Tier 4 engines include the four-cylinder QSB3.3 (left) and four-cylinder QSB4.5 (right), and one of the key technolo-gies is the new Cummins Compact Catalyst (center).
82 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
continued on page 84
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Bowman Power Group Ltd. has com-pleted long-term durability testing of itsExhaust Energy Recovery system for bothCummins KTA-50 and Scania D12 dieselengine-based generator sets. The 12-month testing was carried out at industrialinstallations rather than in a test lab, thusallowing the study of the robustness of thesystems with respect to real-world varia-tions. As a result of the testing, BowmanPower said both customers are moving for-ward with further installations on a com-mercial basis. According to BowmanPower, fuel consumption improvementswere achieved in both lead sites, 6.8% withthe Cummins KTA-50 based installation(830 kW, 122°F ambient) and 7.6% withthe Scania D12-based installation (260 kW,77°F ambient).
Evans Cooling Systems Inc., a Sharon,Conn.-based company, has released theresults from more than a year’s worth offuel economy testing. The company said ithas been testing its waterless Heavy DutyThermal Coolant (HDTC) in refuse vehi-cles, over-the-road trucks and buses with afuel savings ranging from 3 to 7%. EvansCooling said results from using the HDTCby USA Hauling, a Connecticut refuse fleet,showed a fuel savings of 7.2% while VeoliaEnvironmental Services in Wisconsinreported a fuel economy improvement of4.2% during a seven-month period. ThePioneer Valley Transit Authority inSpringfield, Mass., had a fuel savings of4.4% during a year-long evaluation of sev-eral city buses and PAVE Research Centerat Auburn University reported a 3%improvement in fuel economy using thewaterless coolant, according to EvansCooling.
The Electrical Generating SystemsAssociation (EGSA) presented severalawards to its members at the EGSAAnnual Spring Convention in St.Petersburg, Fla. Joe Hafich was given theWilliam Timmler Award in recognition of hiswork as chairman of the distributor/dealercommittee. Bob Halfic was presented withthe Leroy H. Carpenter award, which isgiven annually to an individual EGSA mem-ber for long and outstanding service to the
association. Bill Day, Todd Lathrop andLeo LeBlanc each received an award forfive years of service as instructors. HerbDaugherty was recognized for his 25 yearsof service as an EGSA On-Site PowerSchool instructor. Also at the event, imme-diate past President Greg Linton commem-orated current President Ron Hartzel’sinvestiture by presenting him with the tradi-t ional gavel plaque, to which Hartzelreturned the gesture by presenting Lintonwith the traditional charcoal portrait givento the outgoing president each year.
Hug and Hall Equipment Co. , anauthorized Volvo Construction Equipmentdealer in Arkansas, has reached an agree-ment with Volvo CE to assume the salesand marketing of Volvo road machineryand its branches in Little Rock, Camden,Fort Smith and Springdale, Ark.
The Association of EquipmentManufacturers (AEM) has announcedexhibit space sales opened June 1 for thenext International Construction and UtilityEquipment Exposition (ICUEE), to be heldOct. 4 to 6, 2011, at the KentuckyExposition Center in Louisville, Ky. Thedeadline to be included in the first round ofexhibit space assignments is Aug. 15,2010. After that date, exhibit space will beassigned on a first-come, first-servedbasis. ICUEE is geared to the utility/con-struction industry, with a focus on the elec-tric, phone/cable, sewer/water, gas, gener-al construction, landscaping and publicworks sectors. The show is known forextensive hands-on equipment demonstra-tions of underground, at ground and aerialequipment in job-like conditions. New forthe 2011 ICUEE are a Fleet Managementexhibit pavilion and a Renewable Energyexhibit pavil ion. The New Product &Technology program will return, spotlight-ing companies with products new to themarket since the last show was held, aswell as a series of industry educational pro-grams to complement the ICUEE exhibits.ICUEE 2011 will again be co-located withthe H2O-XPO show of the National RuralWater Association (NRWA) and theIncident Prevention (iP) Safety Conferenceand Expo.
dpPOWERLINES
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june_Powerlines.qxp 6/2/10 4:44 PM Page 1
“When we looked at this horsepow-er segment, which has its own emis-sions standards, finding the bestsolutions for those standards wascritical. Obviously, space claim is animportant factor. Cost is probablyeven more important because thelower you go in horsepower, the morecost-competitive it is for our OEMs aswell as for Cummins.
“So we were able to have the win-win solution — to keep a low-costsystem and add the additional valueof an easier installation with lessimpact on the end user. There are noadditional lamps over Tier 3 requiredon the cab dashboard, nor are thereregeneration or service requirementsthat would be associated with a dieselparticulate filter (DPF). We were ableto completely avoid these challenges.
“It all goes back to having CES in-house and being able to work soclosely with them. The experienceCES has with DOCs — they’ve pro-duced more than 2 million of them —
really came into play, especially whenit came to minimizing the sizing andoptimizing the washcoat.”
The Cummins Compact Catalyst willbe available in two standard sizes,based on the substrate. “The substratesthemselves are roughly 7.5 in. x 4 in.and 7.5 in. x 7 in.,” noted Calas. “That’s
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At Bauma, Cummins also unveiled its newQSX11.9 engine for Tier 4 interim/Stage 3bemissions for 2011. The engine is availablein ratings from 300 to 500 hp, with peaktorque of 1600 lb.ft.
the substrate not including the canning.The canning adds about an inch indiameter and a few inches in length.”
Cummins will also offer a combinedcatalyst-and-muffler unit, “to makeinstallations easier,” said Calas.“Rather than have to mount theCummins Compact Catalyst and anadditional muffler, there can be oneassembly step for the OEM.”
The Cummins Compact Catalyst willalso be used on the Cummins QSB6.7L engine on ratings below 174 hp.
On the other end of the Tier 4 spec-trum, Cummins also presented itsnew QSX11.9 and QSX15 heavy-dutyengines at Bauma. Designed to meetthe 2011 Tier 4 interim standards, theQSX15 engine is available in ratingsfrom 400 to 600 hp with a peak torquerating of 2050 lb.ft. The QSX11.9engine is rated 300 to 500 hp, withpeak torque of 1600 lb.ft.
The engines share a number of fea-tures, including Cummins XPI Xtrahigh pressure common rail fuel sys-tem, cooled EGR, variable geometryturbochargers from Cummins TurboTechnologies, a Cummins Direct Flowair cleaner from Cummins Filtrationand a Cummins Particulate Filter fromCummins Emission Solutions.
“The QSX engines are the culmina-tion of a heavy-duty engine develop-ment program with an investment byCummins of almost $100 million,”said Hugh Foden, executive director,Cummins Off-Highway Business.“With the on-highway ISX versions ofthe engine already on the road inNorth America, this means that theQSX engines will enter the off-high-way market with proven performance.
“Equipped with next-generationsystems such as XPI fuel injectionand VGT turbochargers, the QSXengines are ready to move forward tomeet Tier 4 final near-zero emissionsin 2014 with minimal change.” dp
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DPNA502.qxp 6/2/10 4:47 PM Page 2
TECHNOLOGY
VARIABLE ANSWERSFOR EMISSIONSCHALLENGESElectronically controlled viscous fan clutches seen as one alternative to thermal, fuel economy and noise concerns in low-emissions diesel engines
BY NEAL SHAWALUK
The implementation of the ever-more stringent engine exhaustemissions regulations across
much of the industrialized world, com-
bined with an increasing scrutiny onnoise emissions from engine-poweredequipment and the eternal quest for im-proved fuel economy, has promptedmany vehicle and equipment manufac-turers to mull technologies they havenever seriously considered before.
A prime example might be variablespeed fan drives. Variable speed fandrive systems can be sized to meet
the demands of worst-case thermalloads at maximum ambient condi-tions, but they can still be designed toprovide improved fuel economy andreduced fuel consumption, since thefan is only operated when needed.
While there are several variablespeed technologies that can be con-sidered, one that offers potentially themost applicability across the widestrange of machines is the electronical-ly controlled viscous fan clutch.
Electronically controlled viscous fanclutches are typically composed of arotor with a shaft, mounted to a rotat-ing pulley; a metal housing to whichthe fan is secured; a silicone oil reser-voir and gating valve; and an electro-magnetic actuator.
A viscous clutch relies on centrifugalforce created by rotation for clutch en-gagement and disengagement. Whenthe valve is open and the reservoir isspinning, the silicone oil is forced out-ward to the spaces between the rotorand the housing. In this “working area,”the silicone fluid creates a couplingbetween the rotor and the clutch hous-ing, thus causing the fan to turn.
As silicone oil moves through theworking area to the outer diameter ofthe rotor and housing, it meets areturn bore, which pumps it back tothe reservoir. The return bore’s pumpefficiency is related to the clutch slipspeed (input speed minus fan speed)and the viscosity of the silicone oil.
Fins cast into the outer metal clutchhousing help dissipate the heat pro-duced in the viscous fluid due toshear. Clutch geometry and sizedetermine the maximum fan torqueand thermal capacity.
Many viscous applications aredesigned to have a 7 to 10% minimumclutch slip at the maximum rated inputspeed. Electronically controlled viscousclutches utilize the electromagneticactuator to control the gating valve. Thegating valves are either proportional oran open/closed configuration. The dif-ferences between the valve arrange-ments are important in the implementa-tion of electronic controls. In addition to
Fig. 1. A cross-section view of an electronically controlled viscous fan clutch. Variablespeed fan drive systems such as these can be sized to meet the demands of worst-casethermal loads at maximum ambient conditions, but are also designed to provideimproved fuel economy and reduced fuel consumption, since the fan is only operatedwhen needed.
June 2010 DIESEL PROGRESS NORTH AMERICAN EDITION 85
Neal Shawaluk is director of sales for off-highway, industrial and specialty markets atHorton Inc., a Roseville, Minn., manufac-turer of fans, fan drives and related compo-nents for vehicles and equipment. continued on page 86
DPNA501.qxp 6/1/10 12:41 PM Page 1
TECHNOLOGY
the actuator, a fan speed sensor isused to provide for closed-loop fanspeed control.
Electronic viscous clutches can becontrolled as two-speed fan drives(on/off or on/low) or as fully variable fandrives. Two-speed controls are relative-ly straightforward and most dieselengines used in on-highway applica-tions as well as some off-highwayapplications currently support two-speed clutch operation. If the engine orvehicle controller doesn’t have fan con-trol logic, simple two-speed control canbe implemented with temperatureswitches and relays. Many off-highwaydiesel engines don’t include fan controlprovisions, as they were originallydesigned for belt-driven fans. Third-party controls are available whereengine or system controller-based fancontrols are not available.
Fully variable viscous control sys-tems are typically based on a constantfan speed control loop. The controllerwill supply a low-frequency (2 to 10 Hz)pulse width modulated (PWM) powersignal to the electronic viscous clutch.This power signal will control the gatingvalve to modulate the amount of torque
produced and thus vary the fan speed.The controller monitors the fan
speed and adjusts the PWM powersignal to the clutch accordingly. Oncefan speed control is attained, coolingdemand can vary the speed setpoint.
The electronic fan clutch controllermust be able to monitor the varioustemperatures and other system vari-ables that influence the fan speed forthe required cooling. The cooling con-troller logic will have specific operatingparameters to determine the properamount of cooling for the enginecoolant, transmission oil, air condition-ing, intake manifold, hy-draulic oil andother system variables. The controllerwill typically calculate fan cycledemands for each source and thenadjust to the largest required fan speed.
Figure 2 illustrates control charac-teristics of a sample clutch. It showsthe residual clutch idle speed, which isespecially useful in off-highway appli-cations, the fully engaged clutch slip,and the controllability of the clutchwhen provided a smooth ramp com-mand or discrete speed steps.
Existing belt-driven, direct-drivefan applications can be easily up-
graded to electronic viscous technol-ogy. However, it is important that theviscous clutch is tailored to the fan,the system restriction and the en-gine operating speeds. The coolingsystem designer must also accountfor the clutch slip at the highestengine speed, the length and massof the fan clutch, the fan and control-related considerations.
Current viscous clutches are avail-able in a wide range of engagementtorque capacities, ranging from ap-proximately 7.3 to more than 184 lb.ft.This provides for an extremely widerange of possible applications for vari-able speed viscous clutches. Seg-ments in which they have alreadybeen successfully applied includelight-, medium- and heavy-duty trucks,buses, recreational vehicles, ag andforestry equipment, forklifts, rough-ter-rain cranes, backhoe loaders and sta-tionary power units.
That list has the potential to grow,thanks to the ever-growing emphasison fuel economy improvements andnoise reduction. Lower average fanspeeds mean less parasitic loss and aresulting reduction in fuel consump-tion. The payback period can often beless than six months.
The lower average fan speed alsocan yield significant reductions infan-generated noise, a huge plus asregulatory agencies in Europe andelsewhere have become more con-cerned with the impact of machinenoise, both on the operator and with-in the working environment. As an example, the European NoiseDirective allows the fan to run at70% of its maximum speed whenusing a fully variable fan drive.
In short, electronic viscous fan drivesare a viable, readily available, cost-effective and established cooling prod-uct to address Tier 4, Stage 3b/Stage 4and Euro 6 requirements. dp
86 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
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Fig. 2. A chart detailing the control characteristics of an electronically controlled viscousfan clutch.
DPNA501.qxp 6/2/10 8:04 PM Page 2
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Cotta.qxp 2/19/10 2:39 PM Page 1
DIESEL ENGINES
STAYING ASTEP AHEADMTU showcases its Tier 4 final emissions strategy at Bauma, unveils first new Series 1500 and 1600 diesels
BY ROBERTA PRANDI
Over the last year or so, near-ly every major engine manu-facturer has detailed its Tier
4 interim/Stage 3b engine emissionsstrategy. Yet when the subject turnedto Tier 4 final/EU Stage 4, things tend-ed to become a lot more nebulous,with hints, suggestions and possibili-ties replacing definitive statements.
But at least one manufacturer —MTU — was anything but tentative atthe recent Bauma 2010 exhibition inMunich, Germany. There, the TognumGroup subsidiary unveiled two enginesdesigned to meet Tier 4 final/EU Stage4 engine emissions standards.
“While other manufacturers areshowing their Stage 3b engines, weare already displaying two enginescompliant with Stage 4 and Tier 4 finaland announcing our complete strategywith seven new engines,” said RainerBreidenbach, Tognum’s COO, withresponsibility for the Engines businessunit. “We are already in a position toshow our customers our solutions for2014 and those solutions not onlymeet the targets, they do it on less fuel.
“That is a clear token of our commit-ment to our C&I business, and for ourcustomers it confirms our status as asolid and reliable business partner.”
The fact that MTU has taken such abold position should come as no sur-
prise. As far back as ConExpo in2008, MTU separated itself from mostof the global engine community byembracing selective catalytic reduc-tion (SCR) as its emissions reductiontechnology for Tier 4 interim enginesbelow 750 hp. The more recentannouncement at Bauma that theSeries 400, 500 and 900 dieselswould all use SCR was little morethan a reaffirmation of that position.
The primary benefit of its strategy,MTU said, was that no DPF is requiredsince particulate formation is minimizedin-cylinder. This combustion strategy re-sults in higher levels of NOx formationbecause of the higher cylinder temper-atures brought about by a more com-plete fuel burn. But NOx is eliminatedby the SCR aftertreatment, with the pri-mary beneficial byproduct being im-proved fuel economy.
The Series 400, 500 and 900engines are part of an ongoing coop-eration between Mercedes-Benz andMTU through which Mercedes sup-plies commercial vehicle engines thatare adapted to industrial applicationsby MTU. Gerhard Kramer, director ofMTU’s application center industrial,said this program has allowed MTU to leverage Mercedes-Benz’s expe-rience with SCR systems in on-highway vehicles.
“SCR has been tried and testedhundreds of thousands of times withMercedes trucks,” said Kramer. “Forthe construction and industrial appli-cations, we combined the SCR cat-alytic converter and silencer into asingle component.”
At Bauma, MTU also announced itscontinued engine cooperation withMercedes-Benz, in the form of a newrange of diesels that will debut in2014. The five new Tier 4 enginesbelow the Series 1600 will be desig-nated as the 4R 1000, 6R 1000, 6R1100, 6R 1300 and 6R 1500. The newengines are based on the coming gen-eration of commercial vehicle enginesfrom Mercedes-Benz and will bedesigned by MTU specifically to matchthe C&I profile, the company said.
The 6R 1500 six-cylinder diesel engine is one of seven new models that MTU will launch in2014 for Tier 4 final compliance. The engines below 750 hp will be based on the new gen-eration of Mercedes-Benz truck engines specifically engineered by MTU for off-highwayapplications. Depending on power output, the engines will feature exhaust gas recircula-tion (EGR), selective catalytic reduction (SCR) and a diesel particulate filer (DPF).
88 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
Mike Brezonick contributed to this report. continued on page 90
DPNA493.qxp 6/2/10 11:56 AM Page 1
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No loss or time shift correction is necessary with Soot-Trak when operating as aplug and play with Sierra’s BG®-3 near-zero PM loss partial flow dilution system.Soot-Trak operates in line with the BG-3 1065 compliant gravimetric filter collectionsystem. It immediately determines how much soot mass is being produced at anygiven point in the engine cycle.
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Soot-Trak’s high sensitivity will prepare you for a constantly shifting global regulatoryenvironment and help you stay current with EPA, ARB, EURO, etc. requirements.
Optimize Engine Performance on the FlyObserving Soot-Trak’s real-time concentration graph during a transient test cycleallows optimization of engine performance and emissions reduction. Change timingor injection pressure or any one of a dozen engine parameters that alter soot load.As it reaches the sample zone, it will immediately register a change.
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Sierra.qxp 2/19/10 1:59 PM Page 1
DIESEL ENGINES
The Series 1000 to 1500 engines willmeet EPA Tier 4 final and EPA Stage 4emissions standards using EGR, DPFsand SCR. The new engine series willsucceed the existing Series 400, 500and 900 engines, MTU said.
For EU Stage 3b and EPA Tier 4interim standards in 2011, MTU willsupply engines up to 750 hp with anintegrated SCR unit. This technology
was selected in cooperation with majorcustomers and allows OEMs to converttheir vehicles and equipment for 2011emissions targets with the least possi-ble outlay, the company said.
Series 1600 engines for C&I andmining applications, in 10 V and 12 Vconfigurations, are rated from 750 to979 hp and meet EPA Tier 4 require-ments using EGR alone, MTU said.
These configurations will be availablebeginning in 2014.
“Some interesting technical fea-tures have been used to contribute toreaching the threshold of Tier 4requirements,” Kramer added. “Theinjection pressure is increased up to36,000 psi, and we are using a two-stage turbocharger with intermediatecooling — a liquid-to-air charge cool-ing system. Also, the units have anEGR cooler on each bench.
“We also considered the mainte-nance aspect, ensuring that the unitsare easy to service and maintain.Thus, for example, the access to theoil filters is from the top, using stan-dard tools, and is environmentallyfriendly as it avoids oil spills.” dp
To Request More InformationOn This Company Go To
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MTU’s Series 1600 enginesin 10 V and 12 V configu-rations for construction,industrial and mining
applications are rated from750 to 979 hp and meet EPATier 4 requirements usingEGR alone, MTU said. Theseconfigurations will be avail-able beginning in 2014.
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DPNA493.qxp 6/2/10 3:31 PM Page 2
Hydraulic GeneratorsHansa has introduced its new range of hydraulicgenerators. The HGT Series is designed to beinstalled in any working machine and run withthe hydraulics of the system, using fixed andvariable displacement pumps, the company said.According to Hansa, the HGT Series representsan alternative to a generator run with an enginefor powering a variety of tools for jobs, such as
hand tools, welders, as well as pumps and electric motors. The HGT Series is designedto provide power up to 27 kVA at 50 or 60 Hz for standard units, as well as for specialunits such as hydraulic welders, hydraulic magnets and different configurations ofpower, voltage and ac or dc currents.
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New Cat Industrial Power UnitsCaterpillar hasintroduced theCat C15 ACERT(440 to 540 hp)and C18 ACERT(575 to 630 hp)
industrial power units. Cat said the newunits allow customers to order preconfig-ured power packs ready for use in irriga-tion, dewatering, mining and hydraulicpump applications. The industrial powerunits are a complete power package con-taining the radiator, flywheel, alternatorand wiring pre-assembled, Cat said.Options include auxiliary crank pulleys,battery cables, control panel, bases andclutches. The industrial power units will beavailable for delivery in the second quarterof 2010 and be sold and serviced by theCat dealer network.
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New Horton Quick-Ship ProgramHorton Inc. has initiated a new quick-ship program for select aftermarket clockwiseWindMaster plastic fans. Orders for up to two qualifying fans, processed by 2 p.m.CST, are shipped on the same day for fans in stock. Fans not in stock will ship in one totwo business days, Horton said. The quick-ship program applies to urgent-service after-market orders. WindMaster Fans offered through the program including, HS11, HS9,MS9 and MS8 models available for medium- and heavy-duty trucks, buses and off-highway equipment and vehicles.
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dpPRODUCT PIPELINE
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continued on page 94
June_Products.qxp 6/2/10 3:43 PM Page 1
ENGINE ACCESSORIES
BARRING ENGINE SERVICE ISSUESIngersoll Rand develops range of pneumatic barring motors usedto turn, position and hold engines during maintenance and service
BY DAWN M. GESKE
Offering an extensive range ofair starters, Ingersoll Randhas demonstrated a thorough
understanding of how to get enginesgoing. Now the company has devel-oped a range of products that indicatesit knows how to hold an engine in oneplace as well, launching a range ofpneumatic barring motors targetedtoward engine maintenance and serv-ice applications.
Barring motors are compressed air-powered motors designed to bemounted to reciprocating engines tomanually engage and lock with theflywheel ring gear. They are used toposition or index the engine at slowspeed and are an alternative to man-ual barring procedures that provideincreased safety and more precisepositioning control.
Ingersoll Rand’s pneumatic bar-
ring motor line includes the T480series, which covers diesel enginesup to 500 L and gas engines up to1000 L. The B006 barring motorseries targets diesel engines up to100 L and gas engines up to 200 L indisplacement.
In general, pneumatic barringmotors are used on medium andlarge engines in marine, oil and gas,power generation, mining, industrialand locomotive applications. Inthese applications, the barring motoris used for engine service to adjusttiming, valves and couplings as wellas for routine and unscheduledmaintenance.
The barring motor enables theoperator to turn the engine over slow-ly and stop it precisely. The use ofcompressed air also allows the bar-ring motors to be used in field applica-tions and hazardous environments.
With Ingersoll Rand’s barringmotors, a single service technician isable to use the air motor to rotate theengine, eliminating the physical forcerequired when using a larger pry bar.The power and torque of the IngersollRand air motor takes the strain out ofmanually barring the engine, the com-pany said. The motor’s pendant con-trol also provides one-handed opera-tion, Ingersoll Rand said, allowing oneperson to operate the barring motorand pendant while also performingwhatever maintenance task is needed.
Precise control is provided by theIngersoll Rand reversible vane airmotor while safety is maintainedwith an integral brake (on the T480series), which is engaged when themotor is not in operation. The re-versing motor allows the engine tobe precisely turned to the positionneeded by moving in forward andreverse for the correct placement.Feathering in the pendant alsohelps to move the engine with addi-tional accuracy.
The B006 barring motor series in-corporates manual engagement andthe T480 series has pneumatic en-gagement of the barring motor to the
Ingersoll Rand’s pneumatic barring motor line uses an air motor to rotate the engine toadjust timing, valves and couplings as well as for routine and unscheduled maintenance.
92 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
continued on page 94
DPNA508.qxp 6/2/10 3:42 PM Page 1
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Maxiforce.indd 1 5/17/10 3:54:43 PM
ENGINE ACCESSORIES
engine ring gear. A locking pin ensurespositive engagement or disengage-ment while planetary and offset gearsprovide torque multiplication.
The B006 barring motors have amaximum inlet pressure of 90 psi witha breakaway torque of 152 lb.ft. at 23rpm. The motor weighs 33 lb., whichIngersoll Rand said provides twice asmuch torque than conventional unitsin a package 40% lighter. The T480barring motors have an inlet pressureof 90 psi with a breakaway torque of322 lb.ft. at 65 rpm.
Size and weight are a key designfeature of Ingersoll Rand’s B006 bar-ring motors, as the amount of spaceavailable on or around the engine formounting is often limited. A lighter-weight device also makes instal-lation and removal an easier task,Ingersoll Rand said. The B006 barringmotors can also be moved from en-gine to engine or mounted permanently.
94 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
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Additional features of the B006barring motors include a bolt-onflange to enable it to be installed ona wide range of engines and a pneu-matic starter lock-out device re-moves the air signal to the starterengagement ports while the barringmotor is engaged.
Ingersoll Rand offers both barringmotors independently or with a pen-dant control. A variety of flange andpinion configurations are available aswell as accessories such as mufflersand pendant control kits.
Ingersoll Rand manufactures theB006 barring motors in SouthernPines, N.C., along with its T480 bar-ring motor series. dp
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Hydraulic Data Acquisition Systems
Webtec Products Ltd., parent company ofWebster Instruments, has introduced itsnext generation of hydraulic data acquisi-tion systems. The C2000, aimed primari-ly at hydraulic pump repair and rebuildcompanies, according to Webster, is de-signed as a complete instrumentation,display, logging, storage and reportingsystem. The system allows the test standoperator to produce a test certificate atthe touch of a button, while ensuring fullISO 9000 traceability on test, Webstersaid. The C2000 system is designed tosimplify the test process, so an operatorwith minimal training can record data andproduce a report, with little or no assis-tance. The C2000 is fully scalable up to64 inputs and can be set up to measureall hydraulic parameters.
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dpPRODUCTPIPELINE
Low Rolling Resistance TiresFour models of General Truck tires havebeen added to the EPA SmartWay Trans-port Partnership’s list of verified fuel-savingtechnologies. SmartWay has verified Gen-eral Truck’s S581, S371, D660 and ST250truck tires as low rolling resistance tires.Tires are verified for lower rolling resistanceand can also provide a reduction in NOxemissions and an estimated fuel savings of3% or greater, EPA said. The EPA also esti-mates the tires could provide a savings ofbetween 3.3 and 6.6 billion gal. of dieselfuel a year or about 150 million barrels of oila year. According to the EPA, that’s equiva-lent to taking 12 million cars off the road,saving SmartWay partners nearly $10 bil-lion in operating costs.
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DPNA508.qxp 6/2/10 3:42 PM Page 2
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Handheld AnemometersOmega has introduced its new rotating
vane hygro-the rmomete ranemometer .The HHF144model is de-signed to pro-vide accuratehumidity, airvelocity and
temperature measurements in harsh envi-ronments via a user-friendly and intuitiveinterface, said Omega. The HHF144 mea-sures from 5 to 95% RH, as well as airflowin environments from -4° to 212°F. It fea-tures a temperature sensor in the humidityprobe standard, along with a minimum andmaximum air speed feature and humiditymeasurements. According to Omega, theHHF144 anemometer is designed forapplications including environmental con-trol and flow hood monitoring; as well asother applications where air flow measure-ment is required.
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CAN-Based Keypads
A new series of CAN-based keypads,developed to provide a programmableand highly visible operator interface inmobile equipment and commercial vehi-cle applications, is now available fromHED Inc. The keypads are suited for sev-eral applications such as: ag, refuse,material handling equipment, construc-tion machinery, fire and rescue vehiclesand commercial on-highway vehicles.The first keypad in the series is the CL-607 model, which is IP-67 rated and isdesigned to handle four addit ionalinputs/outputs, such as analog, digital orPWM. HED said it plans to release addi-tional series models later this year.
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June 2010 DIESEL PROGRESS NORTH AMERICAN EDITION 95
dpPRODUCT PIPELINE
Sealed Motors For Off-Highway HVAC SystemsSpal USA has introduced a new line of blowers withsealed motors to deliver improved interior air circulation inon- and off-highway applications. The Spal blowers, avail-able in 12 and 24 V, single- and double-wheel models,are designed to suit most any HVAC system need. Theblowers can now be used in exterior, exposed air circulation applications, such as com-partment venting or ducting cool air to a thermal core. These high-efficiency blowers arean upgrade to previous options and incorporate the same dimensions to remain low-profile, lightweight and easier-to-install where space is limited. Spal blower assembliesare dynamically balanced to ensure lower vibration and quieter operation.
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Fuel Injector Service ToolsWhitaker Tool has introduced a new service tooldesigned to reduce the time it takes to replace the fuelinjector cups on Ford 7.3 and 6.0 L diesel engines. Theadvantages of using the injector cup puller and driverset is that the cups can be removed without having to
pull the heads or remove the cab or other body parts, Whitaker Tool said. This means ajob that can take more than 20 hours can be accomplished in as little as four, accordingto the company.
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June_Products.qxp 6/2/10 3:45 PM Page 2
DIESEL ENGINES
Komatsu LaunchesTier 4 Interim Engines
Komatsu America Corp. hasintroduced a new genera-tion of engines to meet EPA
Tier 4 interim emissions standards,reducing PM by 90% and NOx by45% compared to Tier 3 levels, thecompany said.
The new engines are integratedthroughout Komatsu’s constructionand mining equipment in multiple dis-placements from 3.3 to 46 L. En-gines, hy-draulics, control systemsand a number of other componentsare developed and produced byKomatsu in-house, which the compa-ny said allows it to design enginesand equipment structures as an inte-grated whole.
Some models within the Komatsuengine lineup are jointly developedand manufactured by Cummins Inc.The new engines will specifically beused on the PC120 hydraulic excava-
tors and other medium-sized equip-ment to large haul trucks.
To reduce both NOx and PM whilemaintaining fuel economy, Komatsusaid it needed to develop new enginetechnology to meet the emissions tar-gets. Adding to the complexity of theengine design is the application in
construction and mining, requiringcontinuous operation of maximumpower output and torque, and creat-ing additional demand on the engine.
For the new engine design Komatsuhas introduced a redesigned vari-able geometry turbocharger (VGT), aheavy-duty high-pressure common rail(HPCR) fuel injection system andadded a larger and more robust cooledexhaust gas recirculation (EGR) sys-tem. The engine also incorporates adiesel particulate filter (DPF).
The newly designed VGT featuresKomatsu’s proprietary technologythat the company said varies theairflow and is designed to deliveroptimum air quantity to the enginecombustion chamber based on en-gine speed and load conditions. Thesystem purifies the exhaust gas,using higher-efficiency combustion,which Komatsu said improves fueleconomy while maintaining powerand performance.
The computer-controlled, heavy-duty HPCR system delivers a pre-cise quantity of pressurized fuel intothe engine combustion chamberusing multiple injections to achievecomplete fuel burn and reduceexhaust emissions. While HPCR hasbeen applied to Komatsu’s existingengine line, the new design pressur-izes fuel at a higher point for injec-tion so that it can reduce both PM inthe entire zone of engine revolutionand fuel consumption. The lifespanof the fuel injector has also improvedwith ultra-hard wear-resistant mate-
Komatsu America Corp.’snew Tier 4 interim engine. The newengine will be available in multipledisplacements from 3.3 to 46 L forintegration in Komatsu’s constructionand mining equipment.
96 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
Komatsu has incorporat-ed a redesigned variablegeometry turbocharger toits engines. The VGT variesthe air flow to deliver opti-mum air quantity to the en-gine combustion chamberbased on the engine speedand load conditions.
DPNA492.qxp 6/3/10 9:56 AM Page 1
DIESEL ENGINES
further reduce NOx, PM, fuel con-sumption and noise.
The new electronic control systemperforms high-speed processing of allsignals from sensors installed in theequipment body and engine to ensuretotal control of the equipment accord-ing to a variety of conditions of use.This allows the engine and machineto function together while optimizing
fuel consumption, noise, NOx and PMemissions, Komatsu said.
The engine also meets the nextlevel of European and Japaneseemissions requirements and will beused by Komatsu America Corp., theU.S. subsidiary of Komatsu Ltd., aswell as by Komatsu Ltd. in Japan toserve its global construction and min-ing equipment customers. dp
rials such as diamond-like carbon,Komatsu said.
By using cooled EGR with the en-gines, Komatsu said it has increasedcapacity to further reduce NOx to Tier4 levels. The system incorporates alarger-volume EGR cooler to ensuremore stable performance during thedemanding work conditions the en-gines will face in the equipment it willbe equipped in.
The engines are also mated with aKomatsu-designed and -developedhigh-efficiency diesel particulate filterengineered to capture more than90% of PM. Passive and activeregeneration is initiated automaticallyby the engine controller as needed toburn particulates while the engine isrunning to allow uninterrupted ma-chine operation during regenerationof the filter. A special oxidation cata-lyst with a fuel injection system elimi-nates the need for a traditional fuelburner, thereby reducing mainte-nance costs and increasing reliability,Komatsu said.
The combustion chamber in thepiston crown has also been re-designed and harmonized to theengine and machine interface with anew electronic control system. Thepiston bowl has a new shape de-signed to improve combustion and
June 2010 DIESEL PROGRESS NORTH AMERICAN EDITION 97
The engines will also be equipped with aKomatsu-designed and -developed high-efficiency diesel particulate filter. Theengine uses passive and active regenera-tion, initiated automatically by the enginecontroller as needed to burn particulateswhile the engine is running to allow unin-terrupted machine operation during regen-eration of the filter.
DPNA492.qxp 6/3/10 9:57 AM Page 2
INDUSTRY NEWS
(TURBO) CHARGING TOWARD NEW OPPORTUNITIESRotomaster targets turbocharger product line toward OEM engine market
BY DAWN M. GESKE
The industry is full of compa-nies that started out by supply-ing components to the original
equipment market and later branchedout into the aftermarket. Turbochargermanufacturer Rotomaster is going inthe opposite direction.
After nearly a decade as an after-market manufacturer of turbocharg-ers, the company has expanded itsscope and is now targeting its turboproducts to the global OEM enginemarket. With in-house design, cast-ing and production capabilities, Roto-master has the capacity for volumeproduction of new turbochargers andturbocharger cartridge assemblies
specified for a range of on- and off-highway engine applications.
“The OEM market will allow Roto-master to expand our manufacturingcapabilities, as there are much largervolumes,” said Ron Wiebe, generalmanager at Rotomaster. “We can useour engineering capabilities to producenew designs and increased efficien-cies in the turbocharger market.
“We are fully equipped with anautomated turbo test stand where wecan perform containment testing,vibration analysis, cycle fatigue test-ing, endurance testing and compres-sor mapping.”
Rotomaster has used its turbo test
stand to develop turbocharger prod-ucts designed to meet OEM require-ments and able to withstand operat-ing temperatures as high as 1000° to2000°F for sustained periods of time.
The company has also focused onexpanding its turbocharger electron-ics capabilities. It has electronic engi-neers on-site dedicated to developingnew electronic wastegate systemsthat can be validated in Rotomaster’sown in-house electronics test lab.
The Rotomaster turbocharger linetargets a wide range of markets in-cluding light-duty and heavy-dutytrucks, marine, agriculture, naturalgas generators, automotive and high-performance cars and trucks.
The company has been supplyingaftermarket turbochargers, turbo car-tridge assemblies, components/pieceparts, repair kits, pedestals and spe-cialty items since 2001. It currentlyproduces aftermarket replacementproducts for OEMs such as BMW,Caterpillar, John Deere, Ford andVolkswagen.
The company can also supply cus-tomized turbochargers for any enginemanufacturer, Wiebe said, capitaliz-ing on its turbocharger research,design and development experience.
“Rotomaster has been providingsolutions for customers to extend thelife and increase the performance oftheir turbochargers,” said Wiebe. “Ourengineering department providesturbo products for customers who areexperiencing climate issues and turbooperating environment problems.
“We have many customers who arerunning turbochargers at different alti-tudes and need more durable solutionsas their rotor assemblies are rotatingabove normal rpm, therefore causingthe turbos to wear out prematurely.”
Rotomaster relies on advanceddesign tools for its turbocharger engineering, including Flow Works,SolidWorks 3D and sophisticated coor-dinate measuring machine (CMM)technology. This allows the companyto develop designs and do flow testingand stress concentration analysisbefore finalizing the design.
Canadian turbocharger manufacturer Rotomaster uses an in-house turbo test stand toensure its turbochargers operate at high efficiency and can withstand high operating tem-peratures for sustained periods. Rotomaster’s turbocharger line targets a wide range ofmarkets including light-duty and heavy-duty trucks, marine, agriculture, natural gas gener-ators, automotive and high-performance cars and trucks.
98 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
DPNA491.qxp 6/1/10 12:43 PM Page 1
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INDUSTRY NEWS
Rotomaster has a 70,000 sq.ft.manufacturing facility in Vancouver,British Columbia, Canada, and a jointventure in China that produces all itsaluminum castings, iron castings, tur-bine wheel castings and kit compo-nents at an ISO 9001-registered facil-ity. A company plant in Turkey pro-vides turbine housing castings whileRotomaster’s Vancouver facility per-forms all machining.
Currently, Rotomaster has thecapacity to assemble 50,000 tur-bochargers/cartridges per year. It car-ries a $5 million inventory includingparts for other turbocharger products.
While 15% of Rotomaster’s salesare made up of turbocharger compo-nents (turbine wheels, compressorwheels) and repair kits, it is anticipat-ing the majority of its growth to comefrom the OEM market and has pro-jected a goal of 100,000 turbocharg-ers/cartridges for 2012.
Rotomaster sells its products pri-marily through a distributor network.About 60% of its business is U.S.based, with the remainder from grow-ing international sales. “We are nowfocusing on the European anddomestic automotive markets, saidWiebe. “These markets are growingexponentially with the new emissionstandards and targets for increasedfuel economy.”
The company maintains a technicalsupport department and recentlybegan a warranty training school for
customers. “The warranty trainingschool updates our customers on thelatest technology and empowers ourdistributors with the ability to make crit-ical warranty decisions,” said Wiebe.
More than 150 employees compriseRotomaster including technical andmechanical engineers and a full manu-facturing department. Internal researchand development is augmented by thein-house turbo test stand.
A new vibration sorting rig (VSR)that enables Rotomaster to balanceany rotating assembly up to 250,000rpm has been integrated into theassembly line. In the past, Rotomasterbalanced turbine and compressorwheels but not complete turbocharg-ers. By balancing the turbocharger asa complete assembly, reliability, dura-bility and quality are improved, saidWiebe. “Today we have higher stan-dards for turbochargers,” Wiebe said.“They spin faster and last longer.”
The VSR is complemented by threequality-control departments, as well asCNC machining centers and precisionmeasuring equipment including theCMM, which is designed to ensure thatproduct tolerances are maintained towithin thousandths of an inch.
Beyond complete turbochargers,Rotomaster offers repair kits. The kitsinclude all necessary wear componentsneeded to rebuild a turbocharger suchas thrust collars, thrust bearings, journalbearings, piston rings, snap rings,replacement bolts and new O-rings.
Several new products have re-cently been added to Rotomaster’saftermarket lineup. New is a Volks-wagen 1.9 L TDI (1999-2003) re-placement turbocharger assembly,cartridge and wastegate actuatorsas well as a Super GTP perform-ance turbocharger upgrade for Ford7.3 L Powerstroke engines (1995 to2003). This new turbocharger fea-tures an upgraded compressor wheel,designed to offer 30% more flowthan the stock turbocharger and a0.84 A/R turbine housing for quickerresponse, Rotomaster said.
Rotomaster has also developed itsown line of Komatsu KTR110 andKTR130 replacement turbochargers. dp
June 2010 DIESEL PROGRESS NORTH AMERICAN EDITION 99
To Request More Information On This Company Go To
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“The OEM market will allow Rotomaster toexpand our manufacturing capabilities, asthere are much larger volumes. We can useour engineering capabilities to produce newdesigns and increased efficiencies in theturbocharger market.”
Ron Wiebe, general manager, Rotomaster
SEE DIRECTLINK @WWW.DIESELPROGRESS.COM
DPNA491.qxp 6/1/10 12:43 PM Page 2
INDUSTRY NEWS
A FORCE IN THEAFTERMARKETMaxiforce serves aftermarket with an extensive range of replacementparts for wide variety of diesel and gasoline engines
BY DAWN M. GESKE
Parts supplier Maxiforce’s busi-ness has been built through afocus on quality and maintain-
ing long relationships with customers.With beginnings that date back to1994, Maxiforce remains a family-runbusiness that markets an extensiverange of replacement parts for a variety of popular diesel and gas-oline engines. Another part of the company’s growing business is pri-vately labeled components for OEMs.
Maxiforce typically assembles com-ponent kits, which are sent next-day.The company also provides singlereplacement parts such as crank-shafts, camshafts, oil and waterpumps, injectors, valves and valve-train components, oil coolers, gas-kets, seals and thermostats.
The engine overhaul kits are sold toengine builders, large resellers in theagriculture and construction business
as well as components for the powergeneration and defense industrythrough Maxiforce’s recent military5DY51 approval.
Overhaul kits and components areshipped within 24 hours of order fromone of two locations, depending on thelocation of the customer. Maxiforce’sMiami, Fla., facility serves as the company’s headquarters and coversthe East Coast and South America. Asecond location in Santa Fe Springs,Calif., supplies the West Coast.
Maxiforce sells the majority of itsproducts within the United States, buthas developed a worldwide presencewith partners in more than 60 coun-tries throughout Europe, Central andSouth America, the Middle East,Africa and Asia.
Both of Maxiforce’s facilities areISO 9001:2008 certified, and thecompany also operates a technical
support hotline that provides installa-tion and product answers and advice.
The full Maxiforce product rangeis available for order online, andusers can see availability of prod-ucts, track shipments, view open in-voices and account balances, etc.Parts are also listed in the Maxiforcecatalog by engine model as well asby machine model.
The latest Maxiforce catalog in-cludes a significant list of part num-bers and complete kits for all JohnDeere three-, four- and six-cylinderengine models. Its Deere product lineis categorized by engine, construc-tion equipment, skidders, feller bun-chers, forklifts, compactors and otherOEM applications.
Overhaul kits for Deere enginesinclude all required cylinder kits, pins,retainers, main bearings, connectingrod bearings, thrust bearings, frontcrankshaft seal, rear crankshaft seal,overhaul gasket set, cam or balanceshaft bushings, piston bushings, injec-tor grommets and connecting rod bolts.The in-frame kit has all required cylin-der kits, pins, retainers, main bearings,connecting rod bearings, thrust bear-ings, head gasket set, oil pan gasketset and connecting rod bolts.
Kits and components for theCummins B and C series engines tar-get the midrange series of four- andsix-cylinder engines. Overhaul kits forthe engines include main bearings,connecting rod bearings, front crank-shaft seal, rear crankshaft seal, topgasket set, bottom gasket set, pistonbushings and camshaft bushings.
The Cummins engines’ in-framekits feature all required cylinder kits orpiston kits, main bearings, connectingrod bearings, top gasket sets and anoil pan gasket set. Piston kits areavailable with piston, piston pin, pis-ton rings and retainers as well as arange of miscellaneous parts such asgears, plugs and belts.
Maxiforce’s Perkins offering coversthe lineup of three-, four and six-cylin-der engines with an overhaul kit thatincludes all required cylinder parts,main bearings, connecting rod bear-
Maxiforce provides replacement parts for a range of widely used diesel and gasoline enginemodels. The company typically assembles component kits, which are sent next-day in aneffort to make engine repair and maintenance easier and faster.
100 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
DPNA490.qxp 6/2/10 1:44 PM Page 1
INDUSTRY NEWS
ings, thrust bearings, front crankshaftseal, rear crankshaft seal, top gas-ket set, bottom gasket set, connect-ing rod bushing, bolts, nuts, camshaftbushings and complete valvetrain kit.
The basic kit for Perkins enginesincludes all required cylinder kits,main bearings, connecting rod bear-ings, thrust washer sets, front crank-shaft seal, rear crankshaft seal, topgasket sets, bottom gasket set, con-necting rod bushings, bolts, nuts andcamshaft bushings. Valvetrain kitsand a crankshaft kit are also avail-able, in addition to a series of miscel-laneous parts for the engines.
Maxiforce also provides engineoverhaul kits for Cat’s 3054 and 3056engines, both naturally aspirated andturbocharged. Kits include cylinderkits, con rod bearing sets, thrustwasher sets, front and rear seals, topand bottom gasket sets, con rodbushings, bolts, nuts, cam bushingsand a valvetrain kit.
The basic engine kit available for theCat 3054 and 3056 engines can bespecified with a valvetrain kit, compris-ing all valves, springs, guides, keepersand stem seals or a camshaft kit withcrankshaft, main and con rod bearingsand thrust washer sets. Kits can alsobe specified without engine bearingsand thrust washers as necessary.
In addition to the engine kits,Maxiforce offers a range of accessoryparts such as oil cooler housing gas-kets, timing cover gaskets, exhaustmanifold gaskets, bushing pistonpins, cylinder kits for wheel loadersand starter motor ring gears.
Maxiforce continues to grow itsproduct offering with hydraulic kits,friction products, turbo cartridges anda range of new products such as thenew overhaul kits, parts and valvesfor the Cummins 5.9 ISB engine,crankshaft for the John Deere 6081PowerTech engine and a series ofpistons for Caterpillar 3054B/C/E and3056 engines.
Most recently, Maxiforce has re-ceived 5DY51 military approval,allowing its replacement parts to besold to the military, further expandingits market base.
All Maxiforce parts are covered bya one-year warranty from the date ofinvoice. The company also guaran-tees all parts are free from defects inmaterial and workmanship under nor-mal operating conditions. dp
To Request More InformationOn This Company Go To
DIRECTLINK
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Headquartered in Miami, Fla., Maxiforce ships overhaul kits and components within 24hours of ordering to the customer from two locations. The Miami facility (shown here)serves the East Coast and South America while a second location in Santa Fe Springs,Calif., supplies the West Coast.
SEE DIRECTLINK @WWW.DIESELPROGRESS.COM
DPNA490.qxp 6/2/10 8:23 PM Page 2
The Defense division of Oshkosh Corp.has received a delivery order valued at morethan $410 million from the TACOM LifeCycle Management Command (LCMC) forthe production and delivery of 2634 Familyof Medium Tactical Vehicles (FMTV) trucksand trailers for the U.S. Army. This award isfor deliveries scheduled between March andDecember 2011.
Oshkosh will begin supplying initialtrucks to the Army this month for perform-ance and durability testing. Productiondeliveries will begin in October 2010. AllOshkosh FMTV vehicles will include thecompany’s Long-Term Armor Strategy(LTAS)-compliant armor.
The five-year, multibillion-dollar contractcalls for the production of an estimated23,000 trucks and trailers, as well as sup-port services and training. The FMTV is aseries of 17 models and 23 variants rang-ing from 2.5 to 10 ton payloads.
Oshkosh’s Defense division has alsoreceived four delivery orders valued atmore than $234.8 million from the TACOMLCMC to supply more than 4300 MRAPAll-Terrain Vehicle (M-ATV) protection kits.Oshkosh will also deliver more than 3800rocket-propelled grenade (RPG) protec-tion kits, as well as more than 500 explo-sively formed penetrator (EFP) add-onarmor kits and in-field service and parts.Work under the orders is expected to becompleted in April 2011.
Kenworth Truck Co. has been award-ed an order for 1050 T660 trucks withPaccar MX 2010 engines from TransAmTrucking, a refrigerated fleet in Olathe,
Kan. TransAm Trucking has specified thePaccar MX engine rated at 485 hp and1650 lb.ft. of torque and the T660 with theKenworth 72 in. AeroCab Aerodyne sleep-er. The Paccar MX engine uses selectivecatalytic reduction (SCR) technology incombination with exhaust gas recirculation(EGR) to meet the EPA’s 2010 on-high-way emissions regulations.
Navistar Defense LLC has announcedtwo separate awards totaling $191 millionfor the delivery of new medium tacticalvehicles as well as enhancements to theInternational MaxxPro Dash Mine Re-sistant Ambush Protected (MRAP) units in Afghanistan.
Under the new delivery order from theU.S. Army TACOM LCMC, Navistar willprovide 629 additional medium tacticalvehicles for $89 million. The order fallsunder Navistar’s three-year contractawarded in May 2008 to support theAfghan National Police and AfghanNational Army. Deliveries are scheduledto begin in October 2010 and all units willbe general troop transport trucks for usein Afghanistan.
Navistar’s second award is from theU.S. Marine Corps Systems Command for$102 million for MaxxPro Dash MRAPcapability insertions. Under the contract,the company will provide a number of vehi-cle enhancements for the 1222 Dash unitscurrently in Afghanistan. Installations willbegin in August 2010 and be completed bythe end of October 2010. These sameenhancements have been incorporatedinto the new MaxxPro Dash vehicles with
DXM independent suspension currentlybeing delivered.
Hatfield, Pa.-based TransmissionEngineering Co. has received an orderfor four Doen DJ110Z water jets fromWillard Marine, Anaheim, Calif. Thewater jets will be installed in WillardMarine’s 36 ft. rigid inflatable boat for theU.S. Navy.
Transmission Engineering Co. is the pri-mary distributor of Doen water jets, con-trols and steering systems for U.S. marinepropulsion applications. It distributes awide range of motion control, automation,powertrain, power transmission and safetyproducts, services and systems through-out the Mid-Atlantic region.
Willard Marine is a manufacturer of alu-minum and fiberglass boats for the U.S.government, USCG and nonmilitaryclients. It specializes in a versatile class ofcommercial and military 16 to 65 ft. rigidinflatable boats, high-speed patrol boats,fire boats and SOLAS-approved boats.
Navistar Inc. and J.B. Hunt TransportServices Inc. have reached a long-term sup-ply agreement for Navistar to be the principalprovider of International brand commercialtrucks to J.B. Hunt through 2014.
The five-year agreement with J.B. Hunt,one of the largest global multimodal trans-portation logistics companies with approxi-mately 9000 power units in its fleet, callsfor the delivery of more than 5000 trucksthrough 2014. Navistar will deliver theInternational ProStar+ sleepers and daycabs powered by 2010 EPA-certifiedMaxxForce 13 big-bore engines. dp
Oshkosh Receives More TACOM Orders … Big Truck Sale For Kenworth … Two AfghanAwards For Navistar Defense …
ORDER BOOK
102 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
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ADVERTISERS’ INDEXJune 2010
For Information NOW go to the Exclusive DirDirectLinkectLink at www.dieselprogress.com
ACS Inc. ............................................................................................................94ACS Industries Inc. ..................................................................................90Affiliated Engineers, Inc. ..........................................................................49American Cooling Systems LLC..................................................................54
*American Honda Motor Co. ........................................................................63Aristo Intelligent Catalyst Technology ........................................................69
*ArvinMeritor Inc. ....................................................................................17Beede Instruments ....................................................................................33Bowman Power Group..............................................................................44
*Briggs & Stratton Commercial Power ........................................................31*C. E. Niehoff & Co. ....................................................................................65Cambric Corp. ..........................................................................................45
*Caterpillar Inc.Industrial Engines ....................................................................................11
*CENTA Corporation ....................................................................................21Continental Controls Corporation..............................................................75Cotta Transmission Company LLC ............................................................87
*Cummins Inc. ........................................................................................51Cummins Westport Inc. ............................................................................40
*Deutz Corporation........................................................................Third CoverDiesel Engine-Efficiency and Emissions
Research (DEER) Conference................................................................97Diesel Technology Forum........................................................................101Donaldson Company Inc. ..........................................................................27Dow Automotive ........................................................................................32ECOM Inc. ......................................................................................................99ECU – Engineering Concepts Unlimited ......................................................9Enercon Engineering Inc. ..........................................................................13Engine Distributors Inc. ............................................................................23Evans Cooling Systems, Inc. ..................................................................111First Generation ........................................................................................65Firwin Corp. ..............................................................................................53Flexxaire Engine Cooling Systems ............................................................37Fluid Line Products Inc. ..............................................................................61Girtz Industries Inc. ..................................................................................91Governors America Corporation............................................................73, 81Green Industry Equipment Expo (GIEE)..................................................105
*Haldex Hydraulic Systems ..........................................................................5
*Hatz Diesel of America Inc. ......................................................................59HELLER Machine Tools ............................................................................19
*Hilliard Corporation, The ..............................................................................77Honeywell Turbo Technologies ................Engine Specs-At-A-Glance InsertHydro Leduc L.P. ....................................................................................76
*Ingersoll Rand........................................................................................52Isuzu Motors America Inc. Powertrain ......................................................35JCB Power Systems Ltd. ............................................................................67
*John Deere Power Systems ..................................................Second CoverJosephson Manufacturing Company ........................................................60
*KEM Equipment Inc. ..................................................................................83*Kubota Engine America Corp. ....................................................................7L & M Radiator Inc. ..................................................................................41
*Logan Clutch Corporation ............................................................................15Maxiforce Inc. ..........................................................................................93
*Mitsubishi Engine N.A. ................................................................................43*Motor Components LLC............................................................................55*MTU Detroit Diesel....................................................................................47Murphy, FW..............................................................................Fourth CoverNavistar Engine Group..............................................................................71North American Hydraulics, (NAHI, LLC)..................................................95OMEGA Engineering Inc. ..............................................................................1
*Perkins Engines Company Ltd. ..................................................................25Power Systems Research ......................................................................103Pritchard Brown LLC ....................................................................................40
*Racor DivisionParker Hannifin Corporation ............................................................28, 29
Radicon Co., Ltd. ..................................................................................48Robinson Custom Enclosures ....................................................................76Rotomaster................................................................................................84Sierra Instruments Inc. ..............................................................................89
*Subaru Robin ............................................................................................39*Süd-Chemie Inc. ....................................Emissions Regs-At-A-Glance Inserttesto Inc. ................................................................................................................79
*Thermal Structures Inc. ..........................................................................56, 57Trombetta ..................................................................................................26Tuthill Controls Group..............................................................................36Veethree....................................................................................................48
COMPANY NAME PAGE NUMBER COMPANY NAME PAGE NUMBER
*Further information on this company’s products can be found in the 2010 Edition of the Diesel & Gas Turbine Publications Global Sourcing Guide and at www.GSGnet.net.
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INDUSTRY NEWS
BUILDING ONTO ANENGINE REBUILDINGFACILITYFoley Rebuild Center Expands Engine Rebuilding Facility
Foley Equipment Co., theWichita, Kan., Caterpillar deal-er, has opened a gas com-
pression engine rebuilding operationat a new facility just outside of Wichita.The 127,000 sq.ft. facility, operatingofficially as the Foley Rebuild Center,began rebuilding engines over a yearago. While it is focused on gas enginerebuilding, Foley Rebuild Center alsorebuilds engines for drilling, industrialuse, power generation and off-high-way equipment, and rebuilds compo-nents such as transmissions and dif-ferentials, mostly from Cat equipment.
Ken Davis, engine product supportsales manager for Foley, said about25% of the work done at the new facil-ity is nongas compression related,depending on the health of the vari-ous markets served by Caterpillar and
Foley. An adjacent 29,000 sq.ft. facil-ity repairs equipment financed byCaterpillar Financial. That operationthen resells those machines (both Catand other brands) into the usedequipment market.
Foley Equipment’s gas compressionengine rebuild history began in the late1990s in the Hugoton Natural Gas Areain Western Kansas. Foley had anestablished irrigation gas engine serv-ice operation in that region, but thebusiness “skyrocketed,” Davis said,as the Hugoton field matured andpressures declined. As the pressuresdropped, both smaller- and larger-horsepower gas compression engines,ranging from Cat’s 3300 to 3600 series,began to be installed in the region.
“The growth in the gas compressionmarket came just about the time our
irrigation business, because of lowerwater tables, was slowing down,” Davissaid. “We started doing mostly repair,maintenance and warranty work on thegas compression engines. But withthose units running 24/7, it didn’t takeus long, about five to six years after thefirst new units were installed, before webegan doing engine rebuilds, mostly atour Dodge City, Kan., facility.
“But we were limited in both peopleand facility size as to how many en-gines we could rebuild there,” he said,“so we began to look for a larger facil-ity to rebuild gas compression engines.”
That led to the start-up of FoleyRebuild Center north of Wichita in ParkCity, Kan., which is now a completerebuild operation capable of handlingsmall 3304 to large 3616 model Catengines and includes a pair of 1500and 5000 hp engine dynamometers.
The airflow in the new air-conditionedFoley Rebuild operations runs fromassembly toward teardown, meaningthe dirtier inspection and engine dis-mantling operations are downstreamfrom assembly and testing. That atten-tion to detail is evident throughout, andas a result, the Foley Rebuild Centerhas been awarded Caterpillar’s five-starcontamination control designation.
Engines that enter the center arehigh-pressure steam washed in one oftwo bays to remove paint and debris.Depending on the engine, some unitsare aluminum shot blasted, which,Davis said, makes the engine cleanerand thus easier to tear down.
The engines go through a full fail-ure analysis process, followed by acomplete, rebuild vs. replace, assess-ment. The teardowns are all done ona grated floor, removing all oil anddebris from the shop.
Disassembled components go toone of four rotating wash cabinets,which can spray 185°F cleaning solu-tion at up to 175 psi. The cleaned com-ponents are inspected, going througha Magnaflux magnetic particle inspec-tion system to find cracks in the blocks,crankshafts and cylinder heads. Davissaid every crankshaft undergoes thisprocess and then is polished.
Foley Equipment Co., the Wichita, Kan.-based Caterpillar dealer, has opened a 127,000sq.ft. gas compression engine rebuilding operation at a new facility just outside of Wichita.Operating officially as the Foley Rebuild Center, the plant focuses on gas engine rebuild-ing, as well as drilling engines, industrial engines, power generation and off-highwayequipment engines. The center also rebuilds components such as transmissions and dif-ferentials, mostly from Cat equipment.
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Jon Robinson, vice president ofFoley Rebuild Center, said quality inpeople and work was the focus fromthe beginning of the new operations.“Quality beyond question is our goal,”Robinson stated. “We measure techni-cians on quality and efficiency, individ-ually, with monthly reports to ensurewe add value to our customers.”
Foley Rebuild does some dieselfuel-pump repair and rebuild work,Davis said. “With unit injectors, thatbusiness should be going away, butwe get some fuel pumps in here thatare 30 years old. We can rebuildthem, check the fuel delivery, actuallycheck the setpoint rpm, and have thepump tested, ready to bolt on and go.”
Likewise with carburetion systems,Foley does some repair and rebuildingvs. straight exchange systems, chang-ing bearing shafts in the carburetors,changing jets and valves as well asdiaphragms. Foley Equipment hasover 67,000 parts of line items avail-able to support the rebuild operationwith a 9000 sq.ft. warehouse on-site.
With engines coming through theshop that run the gamut of Cat’s petro-leum market offerings, Foley Rebuildhas four 5 ton, one 7.5 ton and a pair of15 ton cranes, and 43 2 ton jib cranes
with 20 ft. reach. Most of the overheadcranes run the full 470 ft. length of thebuilding. They can be used in tandemfrom a single wireless controller tomove engines through the company’senhanced process flow system.
As an engine moves through, eachcomponent removed from an engineis tracked through the rebuild process,ensuring the components stay togeth-er and the engine maintains its originalconfiguration and identity.
The machine shop has spray weldcapabilities to replace metal, and thenall surfaces are machined back to orig-inal specifications. While there are avariety of machines in the shop, aRottler F99 machining center is theheart and soul of Foley’s machine shopoperations and can handle engines upthrough the Cat 3520 range.
As Davis described it, the F99 cancheck critical engine block measure-ments like line bore, deck height, andmake repairs like surface engineblocks, line bore a block and repairlower cylinder liner sealing areas.Foley Equipment recently purchaseda Rottler cylinder head machine modelSG8, which is capable of rebuildingand testing engine cylinder heads.
Foley Rebuild also has a fleet of 25to 30 exchange engines on-site at anygiven time, a combination of new andrebuilt models, allowing customers toswitch out like-models. That size fleetcan reduce downtime to only a day ortwo in some applications, Davis said.
After the engines are rebuilt, theyare moved to a separate test centerwith fireproof doors and its own foun-dation, isolating the dynamometervibration from the rest of the building.
The test operations center around apair of Taylor water brake dynamome-ters, a 1500 hp unit and a new 5000 hpsystem, the latter being the first appli-cation of that model. As such, Davissaid, Foley Rebuild was one of the firstto dyno test a G3600 Cat engine out-side of the factory. During testing, allrebuilt engines are brought up to loadgradually, in steps, and then run at100% load for a set period of time,depending on the engine being tested.
Foley is also capable of doingemissions tests on the rebuilt en-gines. “We can have an engine set tothe original factory spec, emissions-wise,” Davis said, “and prove it.Neither we nor Caterpillar certify gasengines, because you can’t controlthe fuel gas quality going in, but wecan bring it back to what it was whenit left the factory as a new engine.”
In the assembly process, the techni-cians follow a detailed quality controlprocess. The company is also evaluat-ing all of its rebuilding processes to fur-ther refine and improve its operations.
Finally, paint is sometimes an over-looked part of a rebuilding operation.Foley has a 16 by 45 ft. aluminumshot blasting booth and 16 by 45 ft.and 20 by 75 ft. paint bays.
“Some of our compression cus-tomers are very particular and wanttheir engines painted in their colors,”Davis said, “so we are able to do thatfor them. dp
June 2010 DIESEL PROGRESS NORTH AMERICAN EDITION 109
The Foley Rebuild Center has a separatetest center with its own foundation, isolat-ing the dynamometer vibration from therest of the building. The test operations arecentered around a pair of Taylor water-brake dynamometers, a 1500 hp unit and anew 5000 hp system (seen here), the latterbeing the first application of that model.With these capabilities, Foley Rebuild candyno test engines up to Cat’s G3600.
Foley Equipment’s gas compression engine rebuild history began in the late 1990s in theHugoton Natural Gas Area in Western Kansas. Foley had an established irrigation gasengine service operation in that region, but the business grew significantly as the Hugotonfield matured and pressures declined, leading to the need for a larger facility.
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INDUSTRY NEWS
MARINE MAKEOVERState of Washington’s official state ship Lady Washingtongets repowered with new Scania diesel
BY PETER MARSH
The Lady Washington is a mod-ern replica of the first Americanship to land on the Northwest
Pacific coast in 1788. Built by volun-teers in Grays Harbor on the outercoast of Washington for the state cen-tennial in 1989, the ship’s design andconstruction produced a historicallyaccurate vessel on the exterior, whichhas won it roles in several movies,including “Star Trek: Generations” andDisney’s “Pirates of the Caribbean:The Curse of the Black Pearl.”
The Grays Harbor Historical SeaportAuthority (GHHSA) owns and operatesthe 112 ft. vessel and offers living histo-
ry trips in Northwest waters in summerand in Southern California in the winter.This schedule was interrupted last fallwhen the ship’s auxiliary engine failedto comply with new California AirResources Board (CARB) regulationsdesigned to improve air quality in theLos Angeles Basin.
California is the first state authority toimpose mandatory emissions controlson vessels ranging from tour boats tocontainerships. In 2008, the boardannounced that “harbor vessels” of anyage that operated over 300 hours peryear would be subject to strict emis-sions controls. Beginning in 2009, allcommercial harbor craft were requiredto log engine hours on a nonresettablehourmeter and maintain records to be
made available upon request by CARBstaff. The craft were also required touse CARB-approved low sulfur dieselfuel, biodiesel or fuels and/or additivesthat have received CARB verification.
The regulation requires that in-useTier 1 and earlier propulsion and aux-iliary diesel engines on a vessel oper-ating as a ferry, excursion vessel,tugboat or towboat meet emissionslimits equal to or cleaner than U.S.EPA standards (Tier 2 or Tier 3), ineffect at the time the engine isbrought into compliance. The sched-ule for compliance required that own-ers of harbor craft operating over1500 hours per year with dieselengines built before 1975 wererequired to be repowered by the endof 2009 with Tier 2 engines. Thoseoperating 300 to 1500 hours per yearhad until the end of 2010.
The Lady Washington’s existingengine was a two-stroke DetroitDiesel 8V-71 diesel engine rated 312hp that dated from the early 1950s. It
The Grays Harbor Historical Seaport Authority’s Lady Washington is a modern replicaof one of the first American ships to land on the United States’ Northwest Coast. Earlierthis year, the vessel was repowered with a new Scania diesel engine that allows it tomeet California Air Resources Board regulations for vessels operating in the LosAngeles Basin.
110 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
Peter Marsh is an independent technicaljournalist based in Astoria, Oregon.
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INDUSTRY NEWS
had been rebuilt twice and had loggedover 100,000 miles in the vessel,which immediately put the ship out ofcompliance in state waters. Althoughthe regulations did include an appealprocess for a one-year extension,Captain Les Bolton, the executivedirector of the GHHSA, decided thatthe organization would demonstrateits environmental values as owner ofWashington’s official state ship.
Bolton announced last fall that theLady Washington would spend thewinter of 2009 to 2010 at its base inAberdeen, Wash., where a new en-gine would be installed. The nonprofitGHHSA began the “Sailing Green”fund drive to raise $100,000 — theestimated cost to repower andupgrade the electrical system. Manyindividuals contributed small amountsand an anonymous donor gave$70,000, bringing the total close tothe goal, which was reached whenthe Washington Dept. of Ecologyqualified GHHSA for its Clean Dieselprogram and contributed $10,000.
The specification for the new en-gine called for a Tier 2 design with apower output of around 300 hp con-tinuous duty to turn the existing 38 in.x 29 in. propeller and move the 210ton ship at 7 knots. The engineeringteam surveyed the engines availablein the Northwest and found that theScania 11.7 L inline six-cylinder metall the requirements.
With the assistance of Scania’sNorthwest distributor, Cascade EngineCenter, the GHHSA team selected theScania DI12 59M EMS engine with aworkboat continuous rating of 350 hpat 1800 rpm.
The DI12 59M EMS is turbochargedand charge-air cooled, incorporatingindividual four-valve cylinder headsand exchangeable wet cylinder liners.It utilizes unit injectors controlled bythe company’s engine managementsystem (EMS).
The cylinder block is alloy cast iron,composite pistons with aluminum bod-ies and steel crowns. Bore and strokeis 127 mm x 154 mm and the compres-sion ratio is 16:1. Dry weight is 2491 lb.
Additional engine system featuresinclude a twin-circuit heat exchangerwith expansion tank and water-cooledexhaust manifold, centrifugal lube-oil
cleaner and full-flow oil filter and cool-er, fuel pre-filter with water separatorand fuel filter.
Earlier this year, a truck-mountedcrane lifted the old Detroit engine out,as well as the 20-year-old Douglas firforemast, which was due for an inspec-tion. New engine mountings were theninstalled and the Scania engine and anew ZF 3:1 marine transmission waslowered into the small engine roombehind the main mast. The installationwas engineered to meet all U.S. CoastGuard safety requirements, and theship was ready for initial trial runs inmid-February. According to DanArmstrong, the ship’s engineer, all sys-tems were operational.
By March 22, the rig was back inplace, and the Lady Washington tookits first official trip of 2010 on theChehalis River with a special cruisefor the donors. The crew said the newengine was quieter and made it easierto communicate with the passengers.The top speed appeared to have beenboosted from 7 to 8.5 knots.
With a smaller carbon footprint,Washington’s official state ship plans areturn to California later this year. AndBolton said he continues to receiveinquiries from film producers, whichmeans the Lady Washington could getmore screen time. Bolton added thatthe most popular locations are in thetropics, and he found that Scania hasservice centers in over 100 countries,including Central America and theCaribbean — the setting for the ship’sprevious film work. dp
June 2010 DIESEL PROGRESS NORTH AMERICAN EDITION 111
The Lady Washington’s new electronically controlled Scania DI12 59M engine sits onits mountings in the engine room before its engine management system (EMS) hasbeen connected.
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Sumitomo Construction Ma-chinery (SCM) it has acquiredfull ownership of LBX Co., the
alliance between Sumitomo and CaseConstruction Equipment, headquarteredin Lexington, Ky. No financial detailswere provided.
LBX was originally formed as a 50/50joint venture in 1998 as part of a globalalliance between SCM and Case Corp. tomanufacture and market hydraulic crawlerexcavators. Case had sold excavatorsbuilt by Sumitomo since 1992.
LBX holds the manufacturing rights toSCM’s excavator products in North andLatin America and has been marketingand selling Sumitomo excavators, forestry,material handling and demolition productsunder the Link-Belt excavator brand namesince the company’s formation. Accordingto Sumitomo, the management team ofLBX will remain in place.
The Volvo Group and Deutz AG havesigned a new engine supply agreement inwhich Deutz will remain the sole supplier of4 to 8 L engines for Volvo constructionequipment. The agreement follows thecompanies’ 1998 agreement signed forthe development and supply of 4 to 7 Ldiesel engines. That agreement was con-cluded with a term of 15 years and is dueto end in 2013.
Caterpillar Inc. announced thatProgress Rail Leasing Corp., a whollyowned subsidiary of Progress RailServices, a division of Caterpillar, hasacquired FCM Rail Ltd. (FCM), Fenton,Mich. FCM is a lessor of maintenance-of-way (MOW) equipment in the UnitedStates. Denny Gilstad, former chairmanand chief executive officer of FCM willremain as a consultant to Progress Rail.
Trent Marshall will succeed Gilstad aspresident, and FCM’s headquarters willremain in Fenton.
Bosch Rexroth and Dana HoldingCorp. have signed a memorandum ofunderstanding, forming of a 50/50 jointventure for the development and produc-tion of drive transmissions for off-highwaymobile machines. The planned joint ven-ture is expected to operate in Arco, Italy.More information is included in an articleelsewhere in this issue.
Daimler Trucks North America(DTNA) and Allison Transmission haveextended their partnership through a multi-year, long-term agreement. Allison will bethe exclusive automatic transmissioninstalled in all DTNA product lines, includingFreightliner, Western Star, FreightlinerCustomer Chassis and Thomas BuiltBuses. As part of the agreement, Allison willwork in conjunction with DTNA’s sister com-pany Detroit Diesel Corp. to provideengine/transmission integration.
Allison Transmission also an-nounced it has opened a new facility onthe outskirts of Chennai, India, to manu-facture vehicle drivetrain components. Itwill also be the regional headquarters ofAllison Transmission India Pvt. Ltd., hous-ing executive and regional sales offices.
Deere & Co. has officially opened itspreviously announced manufacturing andparts distribution plant near Moscow,Russia, and said it was prepared toincrease investment in the country. Deeresaid last July it had planned to invest over$500 million in new Russian projects.
The plant will make farm equipment,including large tractors and combine har-vesters as well as other equipment for usein construction and forestry. The new plant
will supply customers in Russia, the CISand other nearby markets.
Navistar announced that it will deliverFedEx its first full-production all-electriccommercial truck, the eStar, and that itintends to deliver 400 units by the end of2010. Navistar said the eStar all-electrictruck has received U.S. EnvironmentalProtection Agency (EPA) certification as aclean fuel fleet vehicle as well as CaliforniaAir Resources Board (CARB) certificationas a zero emissions vehicle. The Class 2/3electric truck has a range of 100 miles percharge and can be fully recharged in six toeight hours, Navistar said.
Neff Rental Inc., listed as one of the 10largest U.S. rental companies, has reported-ly filed for a prearranged Chapter 11 bank-ruptcy protection. Various press reports saidNeff Rental has listed estimated assets inthe range of $100 to $500 million and esti-mated liabilities of $500 million to $1 billion.
Strongco located in Mississauga,Ontario, Canada, has been appointed byVolvo Penta Canada as its industrialengine service dealer for the province ofOntario. Strongco will provide engine partsand service for the Volvo Penta line ofengines supplied for commercial and indus-trial applications through its branches inMississauga, London, Kitchener, Pickering,Ottawa, Sudbury and Thunder Bay,Canada. In addition, mobile service will beprovided in the Peterborough and Timmins,Canada, regions. dp
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Sumitomo Buys Rest Of LBX … Volvo/Deutz To Continue With Engines … Cat Adds To RailPortfolio … Daimler, Allison Extend Pact …
GLOBAL BUSINESS NOTES
112 DIESEL PROGRESS NORTH AMERICAN EDITION June 2010
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