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CONTENTS
FEATURES REGULARS
12 Connectivity continues its advance 2 Editorial
CONNECTED VEHICLES Bright lights, bright outlook
More OEMs and Tier 1 suppliers are focusing on embedded 4 Technical Innovations
telematic systems, hoping to displace aftermarket hardware.
4 Faurecia targets NOx reduction at lower exhaust
temps with lightweight cartridges | EMISSIONS
16 Tailoring fuel injection to control NOx
6 Military system designers aren’t resting on
POWERTRAIN | WCX17
COTS deployment | ELECTRONICS
The next big step to help heavy-duty diesel engines meet stricter
emissions regulations involves adapting the fuel-injection system to 7 Real-time manipulator position sensing for
the combustion needs. automation of hydraulic excavators |
HYDRAULICS | SIMULATION

22 Active on safety ELECTRONICS | CHASSIS 8 At ConExpo, Isuzu Motors announces

Crash-avoidance technologies are vital “building blocks” to automate heavy-duty natural gas engine for off-
commercial vehicles, implement truck platooning and ultimately highway | ALTERNATIVE FUELS | POWERTRAIN
achieve zero accidents.
9 International develops new, lighter A26

24 Engineering with simulation engine to replace N13 | POWERTRAIN

and data SIMULATION 10 Sharpening the focus on OBD-II security |

CYBERSECURITY
Companies are discovering new simulation techniques, especially
optimization; the next step is to combine simulation with sensor data 28 Q&A
and predictive analytics to create even more robust AVL’s Dr. Marko Dekena: Alternative powertrain
off-highway equipment. tech, connectivity hot topics at ICPC 2017

32 Original Equipment
ON THE COVER 32 Case unveils compact dozer loader concept
In March, Caterpillar unveiled Cat Connect and Cat Product Link at ConExpo
technologies that connect any brand and type of equipment using a
34 Work trucks strive to curtail addiction to fuel
single reporting system, VisionLink. Cellular, satellite and Bluetooth
links can be used to access data ranging from machine hours and 36 Product Briefs
location through machine health parameters and production data.
Spotlight: Engine Components

39 Companies Mentioned, Ad Index

follow us @SAEOHEMag
40 What’s Online

34 Truck & Off-Highway Engineering™, April 2017, Volume 25, Number 2. Truck & Off-Highway
Engineering (ISSN 2475-6148) is published in February, April, June, August, October, December
by Tech Briefs Media Group, An SAE International Company®, 261 Fifth Avenue, Suite 1901, New
York, NY 10016 and printed in Mechanicsburg, PA. Copyright© 2017 SAE International. Annual
print subscription for SAE International members: first subscription, $20 included in dues;
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& Off-Highway Engineering, P. O. Box 47857, Plymouth, MN 55447. SAE International is not
responsible for the accuracy of information in the editorial, articles, and advertising sections of
this publication. Readers should independently evaluate the accuracy of any statement in the
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claimed issue’s publication date. The Truck & Off-Highway Engineering title is registered in the
U.S. Patent and Trademark Office, and feature articles are indexed and included in the SAE Dig-
ital Library. For additional information, free demos are available at www.saedigitallibrary.org.
ISSN 2475-6148 (print)

Audited by

TRUCK & OFF-HIGHWAY ENGINEERING April 2017 1

 EDITORIAL NY, NJ, OH:
Ryan Beckman
+1.973.409.4687
Bill Visnic
rbeckman@techbriefs.com
Editorial Director
Bill.Visnic@sae.org PA/DE:
Desiree Stygar

EDITORIAL
Ryan Gehm
+1.908.300.2539
Editor-in-Chief
dstygar@techbriefs.com
Ryan.Gehm@sae.org
Midwest/Great Lakes:
Lindsay Brooke
IN, MI, WI, IA, IL, MN
Senior Editor
Chris Kennedy
Lindsay.Brooke@sae.org
+1.847.498.4520, x3008
ckennedy@techbriefs.com
Bright lights, brighter outlook
Jennifer Shuttleworth
Associate Editor
Midwest/Central Canada:
Jennifer.Shuttleworth@sae.org
KS, KY, MO, NE, ND, SD, ON, MB
I’m writing this editorial from a hotel captures swing deceleration energy Lisa Arrigo Bob Casey
+1.847.223.5225
Custom Electronic
overlooking the brilliantly lit and bustling which normally would go unused, and Products Editor bobc@techbriefs.com
Lisa.Arrigo@sae.org
Las Vegas strip. This description also is makes it available to do work. The en- Rocky Mountain States/NM:
CO, ID, MT, UT, WY, NM
apropos for the Las Vegas Convention ergy captured during each swing cycle Contributors Tim Powers
+1.973.409.4762
Center this particular week in March, is stored in an ultracapacitor, which pro- Stuart Birch tpowers@techbriefs.com
European Editor
where bright lights shine on hulking vides energy for the swing system. Southern CA, AZ, NV:
Jack Yamaguchi Tom Boris
metal machines and nearly 128,000 at- Engine makers revealed a number of Asia Editor +1.949.715.7779
tendees bustle about the 2.8 million-plus new offerings as well. For example, Steven Ashley, Matthew Borst,
tomboris@techbriefs.com

ft2 of exhibit space to check out the lat- JCB debuted its new entry-level 3.0-L Kami Buchholz, Dan Carney,
Terry Costlow, Richard Gardner,
Northern CA, WA, OR,
Western Canada:
est and greatest the equipment makers DieselMax, which will find OEM appli- Bruce Morey, Linda Trego, Craig Pitcher
Paul Weissler +1.408.778.0300
and their suppliers have to offer. cation in the U.S. later in 2017. cpitcher@techbriefs.com
ConExpo/Con-Agg and the collo- Alan Tolley, group director—engines at DESIGN
cated IFPE (International Fluid Power JCB Power Systems, said engines with a International
Lois Erlacher
max output of 55 kW now play a signifi- Europe – Central & Eastern:
Exposition) did not disappoint. Walking Creative Director
Sven Anacker
the expansive halls and sizable outdoor cant role in the market because of the Ray Carlson Britta Steinberg
Associate Art Director +49.202.27169.11
lots, and chatting with many exhibitors latest emissions standards in the U.S. and sa@intermediapartners.de
steinberg@intermediapartners.de
over the course of the week, I sensed a Europe. “55-kW is getting very popular,” SALES & Europe – Western:
mostly positive outlook for the business he said. “Above that, you need SCR (for
MARKETING Chris Shaw
+44.1270.522130
being conducted on site, as well as a Tier 4 and Euro Stage IIIB compliance).” chris.shaw@chrisshawmedia.co.uk
Joe Pramberger
general good feeling for the economy Isuzu Motors also made news by an- Publisher China:
joe@techbriefs.com
and industry moving forward. nouncing a heavy-duty natural gas en- Alan Ao
+86.21.6140.8920
Debbie Rothwell
This sense was echoed in a press re- gine for off-highway application (see Marketing Director alan.ao@sae.org
drothwell@techbriefs.com
lease posted to the event website just page 8 of this issue). Read more Japan:
Shigenori Nagatomo
Martha Tress
prior to the doors closing, which pro- ConExpo coverage in these pages and on Recruitment Sales Manager +81.3.3661.6138
Nagatomo-pbi@gol.com
claimed “Optimism fuels brisk sales activ- our website at http://offhighway.sae.org/. +1.724.772.7155
Martha.Tress@sae.org South Korea:
ity at ConExpo-Con/Agg and IFPE 2017.” And not surprisingly, connectivity was Eun-Tae Kim
+82-2-564-3971/2
“There was an element of confidence a major theme, touched on by many ex- REGIONAL ksae1@ksae.org
and pent-up demand at the show,” Dave hibiting companies. Caterpillar, for ex- SALES
Foster, Vice President for Marketing & ample, launched new Cat Connect hard- Integrated Media
North America Consultants
Corporate Communications at Volvo CE, ware and software to enable equipment
New England/Eastern Canada:
said in the statement. “These are not managers to connect all of their assets— ME, VT, NH, MA, RI, QC Angelo Danza
+1.973.874.0271
Ed Marecki
tire-kickers. These are people willing to from large earthmovers to small genera- +1.401.351.0274 adanza@techbriefs.com
buy multiple machines for work they tors, and including both light- and emarecki@techbriefs.com Patrick Harvey
CT: +1.973.409.4686
have now and anticipated growth based heavy-duty trucks and utility vehicles. Stan Greenfield pharvey@techbriefs.com
on a renewed confidence in the market.” Cat refers to these digital technolo- +1.203.938.2418
greenco@optonline.net
Todd Holtz
+1.973.545.2566
U.S. buyer attendance was up 16% gies as “beyond the iron” solutions, and Mid-Atlantic/Southeast/TX: tholtz@techbriefs.com
compared to the 2014 show, and total executives believe these will account for MD, DC, VA, WV, KY, TN, NC, SC, Rick Rosenberg
GA, FL, AL, MS, LA, AR, OK, TX +1.973.545.2565
buyer attendance improved by almost a majority of productivity and efficiency Ray Tompkins rrosenberg@techbriefs.com
+1.281.313.1004
8%, according to an event spokesper- gains made in the future. rayt@techbriefs.com Scott Williams
son. Overall contractor and producer “We can improve productivity just +1.973.545.2464
swilliams@techbriefs.com
attendance grew by 10%. through the iron [i.e., technologies on
Technology-wise, there was also plen- machine] roughly 3-5% a year,” George
ty to be optimistic about. Countless new Taylor, Vice President for Marketing &
machines were revealed by major play- Digital Division, said at a ConExpo SUBSCRIPTIONS
+1.800.869.6882
ers such as Komatsu America. Among briefing. “But what we’re finding as we SOHE@kmpsgroup.com
the three machines it introduced was leverage digital technologies, it’s grow-
the new 36-ton-class HB3650LC-3 hy- ing even faster than that—10-15% im-
brid excavator that sees a fuel-con- provements in productivity, improve-
sumption reduction of up to 20% com- ments in fuel efficiency.”
pared to non-hybrid 36-ton excavators. By the look of things in Las Vegas,
Komatsu’s fully-electric hybrid sys- growing optimism is not unwarranted.
tem uses an electric swing motor that Ryan Gehm, Editor-in-Chief

2 April 2017 TRUCK & OFF-HIGHWAY ENGINEERING

Free Info at http://info.hotims.com/65850-630
TECHNICAL
INNOVATIONS
EMISSIONS SAE INTERNATIONAL
Faurecia targets NOx reduction at lower exhaust temps BOARD OF DIRECTORS
with lightweight cartridges Douglas Patton
President
ASDS NOx-reduction Cuneyt L. Oge
technology is designed to 2016 President
replace conventional DEF or
Mircea Gradu, PhD
AdBlue tanks with lighter, 2018 President Elect
high-efficiency cartridges
containing a solid material Robert L. Ireland
Vice President – Aerospace
called AdAmmine.
Carla Bailo
Vice President – Automotive
Landon Sproull
Vice President –
Commercial Vehicle
Pierre Alegre
Treasurer
David L. Schutt, PhD
Chief Executive Officer
Gregory L. Bradley, Esq.
Secretary
The Ammonia Storage and Delivery System (356°F), while ASDS has the ability to optimize
(ASDS), developed by Amminex, has demon- SCR in lower exhaust temperature ranges—from Haoran Hu, PhD
strated an ability to nearly eliminate nitrogen 140-180°C (284-356°F), according to Faurecia. Alain P. Jablonowski
oxide (NOx) pollutants from diesel engines. The ASDS cartridges can be stored or trans- James R. Keller
Called a “new generation” of NOx reduction ported safely at temperatures ranging from Donald Nilson
technology, ASDS is designed ultimately to -40 to +80°C (-40 to +176°F). Eric Tech
replace conventional tanks containing a diesel
Gareth Williams, PhD
exhaust fluid (DEF) or AdBlue with lighter, How it works
Todd Zarfos
high-efficiency cartridges containing a solid The ASDS system begins releasing pure ammo-
material called AdAmmine, also developed by nia in gaseous form into the exhaust line within
SAE Publications Board
the Danish company. a few minutes after engine start-up. Faurecia
David B. Stout - Chair
In December, Faurecia acquired a 91.5% describes how the system works: At ignition of
Mohamed El-Sayed, PhD
share of Amminex, to intensify the develop- the engine, the start-up unit is electrically heat-
ment of ASDS technology for both commercial ed. In less than 2 minutes, the temperature Derek J. Logan
vehicles and passenger cars. Faurecia has reaches 60°C (140°F) and the salt releases pure Ronald D. Matthews, PhD
worked with Amminex since mid-2009 and ammonia on demand. The ammonia is routed June Ogawa
previously owned 42% of the company. under low pressure to the control unit, then an Dr. Andrew C. Pickard
“ASDS functions at lower exhaust tempera- electrical valve pilots the distribution of ammo- Mark Zachos
tures, even in winter driving conditions. nia directed to the exhaust stream.
Moreover, for equivalent quantities of ammonia, While the start-up unit is operating, one of SAE Sections
ASDS requires only half the volume of that re- the main cartridges that is larger in size is and Affiliate Activities
SAE International offers educational and
quired for AdBlue,” said Christophe Bouly, CTO heated. When the main cartridge reaches its networking opportunities at the grassroots
level through more than 80 sections
of Faurecia Emissions Control Technologies. operating temperature, it takes over the release around the world. Sections are currently
One 11-L ASDS cartridge is comparable to 20 of pure ammonia from the start-up unit. When located in Belarus, Canada, Colombia,
Ecuador, Egypt, Hong Kong, Israel, Italy,
L of AdBlue/DEF. the engine is turned off, the distribution of the Malaysia, Mexico, Romania, Russia, Taiwan,
U.K., Ukraine, U.S., and Venezuela. SAE
Selective catalytic reduction (SCR) using ammonia is stopped. As the temperature also operates affiliates in Brazil and India.
liquid reductant is the most widely-used meth- drops, the pure ammonia returns to its solid More information about sections, along
with a complete listing and links, can be
od to reduce NOx emissions. Bouly said ASDS form and is again stored in the salt. found at www.sae.org/sections.
has the potential to become “the new world ASDS has been proven to reduce NOx emis-
standard for NOx reduction.” sions by up to 85-99% on more than 15 million
AdAmmine consists of ammonia adsorbed in km (9.3 million mi) of real-world use with bus-
strontium chloride salt in a solid form. AdBlue, es. This compares to an average 32% NOx re-
currently the most widely-used NOx-reduction duction with AdBlue in the same city-driving
fluid, can be injected into the exhaust stream conditions. These findings are the result of
only at exhaust temperatures above 180°C monitoring hundreds of ASDS-equipped buses

4 April 2017 TRUCK & OFF-HIGHWAY ENGINEERING

 TECHNICAL INNOVATIONS

ASDS reportedly achieves three to five times

better NOx reduction in city driving with no
CO2 increase (cold engines) and 20% better
NOx reduction on highways (hot engines).

from 0.2 g/bhp-hr to 0.02 g/bhp-hr.

For equivalent quantities DeGraaf believes ASDS can help
of ammonia, ASDS requires
achieve these targets with reduced im-
only half the quantity required
for AdBlue, according to Faurecia. pact on fuel economy.
“In-use performance in city driving is
of high interest for the next step in U.S.
in Copenhagen and London, and com- “This is something that is still in de- legislation, in particular CARB,” he said.
paring them with buses using AdBlue velopment,” DeGraaf said. “We believe “ASDS can help enable high perfor-
on the same streets. the same commercial-vehicle ASDS mance in real driving conditions—par-
Demonstration vehicles also are run- system that is used on buses and ticularly in cities—without the use of
ning in Germany, China and Korea. In trucks today can be used for off-high- exhaust heating strategies that are
total an estimated 400 vehicles are in way and marine when the engines are needed in DEF injection.”
operation today, with the total fleet ex- comparable in size. We are still explor- In Copenhagen, for example, estimates
ceeding 25 million km (15.5 million mi). ing specific solutions for larger engines indicate that buses have contributed to as
Faurecia has supplied more than using the same core technology.” much as 10% of the NOx pollution,
25,000 refilled cartridges, roughly For passenger cars, engineers have DeGraaf noted. Faurecia’s data suggests
equivalent to 500 ton of DEF/AdBlue. created a smaller package for ASDS that the 261 ASDS-retrofitted buses there
System cost on the vehicle is compa- that fits in the trunk or any other avail- have already collectively removed more
rable to a DEF system, Dave DeGraaf, able space. Faurecia proposes offering than 45 tons of NOx from the air.
President of Faurecia Clean Mobility a full line-up of cartridge sizes, from 1L “It has a positive impact on both fuel
North America, told Truck & Off- to 11 L. The smaller cartridges can be economy and CO2,” he added. “Exhaust
Highway Engineering. changed by the driver in plug-and-play heat management typically consumes
“ASDS has no injector and uses a simple fashion. 3-5% of extra fuel/CO2 during light to
steel nozzle. The ammonia flows in What kind of weight savings are pos- medium load conditions. Since ASDS is
through a non-heated tube,” he explained. sible? “Light duty [vehicles] that cur- not a liquid, it does not need catalyst heat
“Unlike the deposits left in the exhaust rently use the 17-L AdBlue system management to function properly, which
system from the liquid urea used in would see a 30-40% weight reduction,” saves that fuel/CO2 consumption.”
AdBlue/DEF systems, ASDS uses gas that said DeGraaf. “In commercial vehicles Amminex employs 50 people at its
does not leave deposits. This ultimately that currently use the 40-L AdBlue sys- headquarters in Søborg, near
will allow a fleet owner to stay with diesel tem, the weight reduction is slightly Copenhagen, and its 6500-m² production
technology longer and reduces the need lower at approximately 20%. facility in Nyborg. Annika Isaksson,
to refresh the fleet frequently.” Preliminary results also indicate that Amminex CEO, and Tue Johannsen, CTO
ASDS could potentially optimize fuel and inventor of the ASDS technology,
Potential off-highway consumption in the range of 2%.” have remained in their positions following
application Faurecia says the compact ASDS car- the Faurecia acquisition, to help lead the
Faurecia showed the Amminex solution tridges will be available for post-2020 technology’s new stage of development.
for commercial vehicles at the 2016 Paris passenger vehicles. Johannsen and other Amminex experts
Motor Show, as well as an ASDS system in wrote an SAE Technical Paper (2008-01-
a new format for diesel passenger ve- Ultra-low NOx regulations 1027) in 2008, in which they offer an ini-
hicles. The company also is investigating Ultra-low NOx regulations are likely tial look at the storage concept, including
other applications of ASDS, including for coming in the U.S. for heavy-duty on- system design, performance data and
off-highway vehicles and high horsepower highway engines beginning in model implications for vehicle integration.
(HHP) engines used on ships and vessels. year 2024, lowering the allowable limit Ryan Gehm

TRUCK & OFF-HIGHWAY ENGINEERING April 2017 5

TECHNICAL INNOVATIONS

ELECTRONICS

Military system designers aren’t resting on COTS deployment

As ground vehicles employ more elec- Elma’s VPX
tronic sensing, control and communica- backplane
tion systems, design engineers are in- helps
creasingly utilizing more commercial military
off-the-shelf (COTS) modules. Though designers
COTS slashes development time and utilize
commercial
cost, it’s still difficult for many military
products
users to find COTS boards that meet instead of
their low-volume demands for rugged- designing
ization and redundancy. custom
Sensing and computing systems in boards.
vehicles get more complex, so there’s
increased interest in modules based on
the VME and Open VPX, a successor to
the venerable VME bus, created by the
VITA Trade Association, according to
several speakers at the recent
Embedded Tech Trends conference. in and tell us they need COTS, then they vehicles not only use more sensors but
More military projects are adopting spend 20 minutes telling us why they’re also employ higher-resolution devices.
open architectures that offer a number not able to use it,” said Kenneth Brown, It’s becoming a challenge for micropro-
of production-ready computing and Program Manager at LCR Embedded cessors to handle all that data, which
sensing boards. Systems Inc. “We’re seeing growing de- may prompt a change from conven-
“Customers don’t even want to look at mand for VPX, which offers infinite pos- tional microcontrollers to graphic pro-
solutions that aren’t COTS,” said Bill sibilities. With VME, there’s often not cessing units (GPUs) or other parallel
Ripley, Senior Designer at Alligator enough bandwidth or I/O capability.” computing architectures. Parallel pro-
Designs Pvt Ltd. “They don’t want to pay VPX is gaining popularity largely cessors are well-suited to processing
for development. Suppliers need to start because it increases overall perfor- imagery and other sensor input.
designing products, not starting projects.” mance compared to its predecessor, “The next growth area is an increase
Using COTS products can also help VME. VPX also provides a number of in the number of pixels in cameras and
military system designers meet their need different options created to provide use of more sensors like Lidar and gam-
for fault tolerance. Standard architectures enough flexibility to meet nearly any ma detection,” said Douglas Patterson,
can make it easier to find modules that customer requirements. Sales and Marketing Vice President at
can work together to provide fault toler- “There are 81 slot profiles for 3U and Aitech Defense Systems Inc. “There’s so
ance while still shrinking overall system 6U boards,” said Michael Munroe, Elma much data that CPUs aren’t keeping up.
size. That’s often accomplished by using Electronic Inc. “If companies can de- Some companies are going to Nvidia’s
elements like multicore processors that scribe their backplane requirements, graphic-processing units, which use
can be used for more than one task. they can use one of these templates.” many hundreds of simple cores to pro-
“They want redundancy, but they’re However, having flexibility can re- cess images.”
also trying to come up with a con- duce the benefits of open standards, There may be solid market growth
verged architecture where resources since connector positions and pinouts even in vehicle systems that don’t
that can be shared are shared,” said can be incompatible. There’s a push require the latest technologies. Many
Greg Rocco, MIT Lincoln Laboratory. within VITA to reduce the number of military vehicles are aging, so replace-
While VME and VPX provide stan- user-defined pins in connectors. ments will help drive market growth
dards that simplify design projects and Engineers also need to consider their for boards and systems that fit com-
foster competition among competing position and alignment. mon platforms.
companies, many military design teams “System designers want to ensure “There are 30,000 unmanned ground
still find it difficult to transition away that connectors are in the same spot vehicles that need to be replaced in the
from customizing their requirements. with the same configuration so when next few years,” said Brian Arbuckle,
Vehicles and user requirements vary they get boards from different vendors Senior Market Analyst at IHS Markit.
widely, which can make it difficult to buy they are truly compatible,” said Patrick “That creates a need for systems with
from a pre-designed product lineup. Collier of NAVAIR. new sensors.”
“In the mil/aero market, people come The move to COTS comes as ground Terry Costlow

6 April 2017 TRUCK & OFF-HIGHWAY ENGINEERING

 TECHNICAL INNOVATIONS

HYDRAULICS | SIMULATION
Real-time manipulator position sensing for automation of hydraulic excavators
Figure 2. Example of
the manipulator sample
image created using
webcam.

Figure 1. Excavator manipulator simulation model configuration.

Automation of hydraulic excavators is valuable due to their

potential applications in hazardous environments or remote
locations, such as radioactive-contaminated areas. manipulator animation was chosen to simulate the real situa-
Manipulator position sensing is a key issue in the study of hy- tion in which a camera is installed on the excavator cab mov-
draulic excavator automation. ing together with the cab such that the relative position be-
A neural network-based computer vision system was de- tween the manipulator anchor and the camera is always fixed.
signed using MathWorks’ MATLAB neural network toolbox An exact image is shown in Figure 2.
and used to estimate the boom, arm, and bucket cylinder dis- In the experiment, the manipulator model simulated a
placements of an excavator manipulator during a grading op- 10-second grading operation in which the bucket tip moved
eration simulation. A computer ran the excavator simulation inward along a level path. To create sample images, a snap-
and a webcam connected to the computer took snapshots of shot was taken at every 0.01 second during the grading cycle
the excavator manipulator animation displayed on a second- simulation, and 80 images were taken for each position by
ary screen. The webcam took screenshots of the manipulator repeating the process 80 times. A total of 80,080 sample
at different positions during a grading operation. Those im- images were created using the sample image creation pro-
ages were then down-sampled and used to train the neural gram in MATLAB.
network. The researchers from Volvo Construction Equipment The neural network subsystem consists of three indepen-
and The University of Alabama then compared the manipula- dent neural networks developed using the neural network
tor positions estimated by the neural network-based com- toolbox in MATLAB. Each neural network was used to esti-
puter vision system with the actual values. mate displacement of one of the hydraulic cylinders: boom,
The neural network-based computer vision system consists arm, and bucket, independently.
of three main subsystems: excavator manipulator simulation Following the training process, the trained neural networks
model, image acquisition subsystem, and neural network were used to estimate the displacements of the hydraulic cyl-
subsystem. The excavator manipulator simulation model was inders in the manipulator during the simulation of a grading
developed in Simulink. The simulation model consists of operation. The results of the cylinder displacement estimation
three main subsystems: hydraulic subsystem, kinematic sub- during the simulation were compared with the actual values.
system, and a proportional integral (PI) controller, as shown The simulation results were obtained for three different il-
in Figure 1. lumination conditions. The estimation errors for the three cyl-
The hydraulic subsystem and the kinematic subsystem inders were small compared to the dimension of the excava-
were modeled using SimHydraulics and SimMechanics tool- tor manipulator. The relatively low estimation errors show the
boxes in Simulink, respectively. Three independent PI control- capability of the neural networks to estimate the position of
lers were applied to control the excavator manipulator during the excavator manipulator for feedback control applications.
the grading process. Although the proposed methodology was demonstrated
The image-acquisition subsystem consists of four main with a single manipulator system, the same principle and al-
hardware components: a computer that runs the grading op- gorithm can be applied to other excavator models with differ-
eration simulation, a secondary monitor that visualizes the ent shapes and dimensions. Future work will involve the cre-
manipulator grading operation, a webcam to take snapshots ation of a larger set of sample images under various illumina-
of the manipulator animation, and an aluminum frame to sup- tion conditions with different backgrounds for training the
port the webcam and the secondary screen. neural networks. Then the estimated manipulator cylinder
For control of the webcam, the MATLAB image acquisition displacement values will be used for feedback control of the
toolbox was used. The screenshots were down-sampled using hydraulic cylinders to automate the grading operations.
a code developed in MATLAB to reduce the image resolution. This article is based on SAE technical paper 2016-01-8122 authored
The grading operation simulation was visualized using the by Jiaqi Xu and Hwan-Sik Yoon of The University of Alabama; and
SimMechanics visualization function. The viewpoint for the Jae Y. Lee and Seonggon Kim of Volvo Construction Equipment.

TRUCK & OFF-HIGHWAY ENGINEERING April 2017 7

TECHNICAL INNOVATIONS

ALTERNATIVE FUELS | POWERTRAIN

At ConExpo, Isuzu Motors announces heavy-duty natural gas engine
for off-highway
Isuzu Motors America used the ConExpo-Con/Agg 2017 4HV1 employs a fuel
stage to announce its intention to produce a dual-fuel ca- system from IMPCO,
pable (natural gas and propane) off-highway engine by mid- which also supplies
2018, leveraging its already-in-production on-highway CNG the system for the
truck engine. on-highway model.
The 4.6-L 4HV1 engine, on display for the first time at the Las Durability testing of
the fuel system on the
Vegas event, will have an expected maximum rated output of
new engine is currently
81 hp (60.5 kW) at 1800 rpm and torque rating of 247 lb·ft (335 under way. (Photo by
N·m) at 1400 rpm when operating in natural gas mode. Ryan Gehm)
“We’ve studied the market for about two and a half years
now and felt that it’d be a good fit for us to expand into the
gas market [for off-highway],” Ken Martin, director of sales &
service for the Powertrain Division of Isuzu Motors America,
told Truck & Off-Highway Engineering. “We feel this engine is
going to fill a hole that’s out there. And we have a lot of expe-
rience and field usage already with the gas engine because
the base engine model that we’re using has been running
since 2012 in our CNG truck market.”
The truck version is used in the U.S. and some Asian mar-
kets. “That’s one of the reasons why we’ll be able to come to
the market competitively priced: a lot of the R&D has already
been completed,” he said.
Since it’s a “gasified” diesel engine design, the company is
confident in the engine’s durability and reliability, compared
to some competitors that base their gas variants on gasoline have to look at hardened seats, hardened valves. You have to
engines, Martin said. lower compression ratio and change the piston rings, to name
Some changes were necessary compared to the base diesel a few things. But again, we’ve already experienced that in real
engine. “With gas there isn’t any lubrication in the fuel, so you life on the truck side.”
4HV1 employs a fuel system from IMPCO, which also sup-
plies the system for the on-highway model. Durability testing
of the fuel system on the new engine is currently under way.
“We’re programming the ECU to run off of natural gas and
LPG, so with the flick of a switch you can switch back and
forth,” he said.
Isuzu Motors believes the new gas engine will find a fit in
various industrial and mobile applications including pump
markets, generators, and forklifts.
Additional specs for the 4-cylinder vertical inline engine
include:
• Bore x stroke: 115 x 110 mm
• Length: 35.4 in (900 mm)
• Width: 22.9 in (580 mm)
• Height: 38.2 in (970 mm)
• Dry weight: approx. 815 lb (370 kg).
“After we launch the 4HV1 we’ll see how it goes,” Martin
said, referring to possible next steps for a natural-gas product
range. “We’re looking at launching a 6-cylinder version, a
higher kW rating, as well.”
The 4.6-L 4HV1 natural gas engine, on display for the first time at ConExpo The engine was well-received at ConExpo, Martin said. Field
in March, is suitable for various industrial and mobile applications including testing with interested customers will begin this April.
water pumps, generators, and forklifts. (Photo by Ryan Gehm) Ryan Gehm

8 April 2017 TRUCK & OFF-HIGHWAY ENGINEERING

 TECHNICAL INNOVATIONS

POWERTRAIN

International develops new, lighter A26 engine to replace N13

Any time a new engine is announced, it for better load distribution. Smaller pis- Other improvements across engine
is major news. Pairing a new engine with ton cooling jets have increased oil pres- systems have helped deliver up to a 5%
a new approach to engine development sure and help extend oil change service increase in fuel economy. The new
is even bigger news. International Truck intervals up to 70,000 mi (112,654 km). BorgWarner single-stage variable-
1752_SCI_LeakTest_PrintAd_OffHighway_Mag_HR.pdf 1 01/03/17Mar1 2:57 PM
recently unveiled its all-new engine for
the Class 8 market: the International
A26. Along with that came news of an

“
initiative called Project Alpha, which
brought together a small team of pow-
ertrain engineers dedicated to a new
perspective on engine development.
“The A26 was designed from the
ground up to deliver industry-leading up-
time, durability and reliability,” said Darren
I wasn’t getting
Gosbee, vice president of advanced engi-
neering. The 12.4-L A26 sources a MAN
repeatable
D26 inline 6-cylinder crankcase from their
partnership with the Volkswagen Group results and my
and surrounds it with numerous all-new
components to optimize four key criteria: leak test was
uptime, fuel efficiency, weight and NVH
(noise, vibration and harshness). missing leaks.
The engine weighs only 2299 lb (1043
kg), which is 55 lb (25 kg) less than the
Navistar N13 engine it replaces and 600- Not anymore.”
700 lb (272-318 kg) lighter than tradi-
tional 15-L big bore engines. Despite the
reduction in weight, the engine can still
produce up to 475 hp (354 kW) and
1750 lb·ft (2373 N·m).
Simplicity was one of the focal points
of the engine design to deliver maximum
uptime. “The A26 is as simple as a mod-
ern engine can be, and we’ve built up- We heard that a lot, so we
time into every part of the development
process, from design to calibration to
reinvented leak test.
testing,” said Gosbee. Larger piston pins,
connecting rods and bushings are used The Sciemetric
3520 Series
Leak Tester
improves throughput,
accuracy and quality
and gives you results
you can trust.

A six-blade fan was decided over the previous

Find specs, case studies, video and more at
eleven-blade, which allows for quieter operation
in addition to reducing power consumption.
www.sciemetric.com/results

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TECHNICAL INNOVATIONS

absorb vibrations. A six-blade fan was customers. “Keep the best and improve
specified over the previous eleven- the rest,” was a mantra for Jim Nachtman,
blade, which allows for quieter opera- marketing manager of Heavy-Duty
tion in addition to reducing power con- Product Line. The crankshaft, main and
sumption. The engine calibration also is rod bearings, EGR cooler and valves, oil
programmed for reduced engine noise. and fuel filters, air compressors and fly-
Jacobs Vehicle Systems collaborated wheel housing along with several other
with Navistar engineers to provide a fac- components were carried over from the
tory-installed compression-release engine Navistar N13 engine. However, many of
brake for the A26 engine. “By leveraging the reciprocating components like the
the benefits of the new variable-geome- connecting rods, piston pins and pistons
Many of the try turbo, the A26 engine brake perfor- were replaced to increase the compres-
reciprocating components mance increased up to 67% at lower en- sion ratio up to 18.5:1. A slower, single-
like the connecting rods, piston gine speeds and higher altitudes,” ac- speed water pump was chosen over a
pins and pistons were replaced to
cording to Jacobs. Other stated benefits variable speed pump to improve the fuel
increase the compression ratio up to 18.5:1.
include a reduction in the need for down- economy and reduce complexity.
shifting and improved NVH. The Project Alpha team put the A26
geometry turbocharger (VGT) leads off engine through hundreds of thousands of
a simplified air management system. The Project Alpha initiative speeds hours of dynamometer testing at severe
Bosch 2500-bar (36,259-psi) high pres- development engine speeds and loads. “It’s been tested
sure common rail fuel system and new All of these improvements were the goal to extremes and meets a demanding B10
cylinder head with coolant passages that of Project Alpha, a brand-new initiative design life standard for an unprecedented
are 50% less restrictive help reduce both by International for this engine’s develop- 1.2 million miles,” said Kozek. The engine
fuel consumption and emissions. ment. “Project Alpha has fundamentally was temperature tested as low as -40°F
Simplification also helped lead to changed how we design diesel engines,” (-40°C), which was aided by a switch to
keeping the International A26 light- says Bill Kozek, president of Truck and Compact Graphite Iron (CGI) for the
weight, in addition to component mate- Parts. The group was formed using fewer crankcase; CGI has better thermal fatigue
rial choices. A titanium compressor members to speed up and focus engine than traditional gray iron.
wheel was used instead of aluminum design decisions. They were also given The A26 now will be available in the
for improved fatigue life while continu- more autonomy in their decision making International LT Series trucks. International
ing to reduce weight. Composite valve to not only meet the 2017 emissions regu- is backing the engine with a two-year,
covers and an aluminum flywheel hous- lations but improve the overall product unlimited mile warranty. It is the first of a
ing provided additional weight savings. performance in those four key areas. new wave of engines for International
To improve NVH, the A26 has a new One of the mandates Project Alpha trucks. The Project Alpha team and A26
sculpted crankcase with an isolated oil decided on was to leverage proven indus- engine are a new beginning for the brand.
pan and rubber gasket designed to try technologies over testing new ones on Matthew Borst

CYBERSECURITY

Sharpening the focus on OBD-II security

In Fall 2016, the U.S. House Committee on Energy and SAE set to work by reaching out to a wide range of the indus-
Commerce reached out to the National Highway Traffic Safety try. A working group of experts was assembled to examine the
Administration (NHTSA) in regards to addressing OBD-II secu- issue with the goal of developing a set of recommendations.
rity. The letter requested NHSTA to “convene an industry-wide “The OBD-II port has moved beyond its originally designed
effort to develop a plan of action for addressing the risk posed intent as a port to check emissions by regulators like the EPA
by the existence of the OBD-II port in and CARB,” Weisenberger explained.
the modern vehicle ecosystem.” There are vehicle data access vs.
Enter SAE. “SAE International, vehicle security issues at hand. Many
“SAE International, at NHTSA’s urg- at NHTSA’s urging, entities are requesting both legitimate
has started a working
ing, has started a working group that is and non-legitimate access to the port.
group that is ‘looking to
‘looking to explore ways to harden the explore ways to harden The “legit” side include inspection and
OBD-II port’—that was their [NHTSA’s] the OBD-II port,’” said maintenance, workshop/service, insur-
language,” said Tim Weisenberger, Tim Weisenberger of ance/other plug-in telematics and prog-
SAE’s Project Manager, Technical SAE’s Ground Vehicle nostics apps and performance tuners.
Programs, Ground Vehicle Standards. Standards. (PSA image) On the malicious side are the hackers.

10 April 2017 TRUCK & OFF-HIGHWAY ENGINEERING

 TECHNICAL INNOVATIONS

Triggering the industry representation from government and regulators including the
The group of approximately 40 gathered for the first work- California Air Resources Board, NHTSA and the National
shops on December 1, 2016 and January 30, 2017 to identify Institute of Standards and Technology.
common issues, needs and an approach to secure the OBD.
“The group included a couple of our experts that run vari- Get to know the TEVDS20
ous committees—Bob Gruszczynski from Volkswagen and Through this effort, a new SAE committee was born: the Data
Mark Zachos from DG Technologies were really the lead ex- Link Connector Vehicle Security Committee (TEVDS20). It is
perts,” Weisenberger explained. important to note that “data link connector” is the technical
SAE staff were also present to facilitate and help to exam- term for the OBD-II port (which really is more of an industry
ine how the organization could rapidly move forward. They slang term, Weisenberger told TOHE). With the committee’s
considered either standards development or expedited stan- naming as a trigger, members will begin to use the technical
dards development that uses what SAE calls a Cooperative term moving forward.
Research Project approach. This is a pathway for joint-venture As this issue of Truck & Off-Highway Engineering was as-
research projects where two or more organizations pool their sembled, the group was set to meet again to define the scope
resources to study a pre-competitive technical area and share of work and engage a new Task Force under the committee to
in the results. develop the technical work item (J3138). From there, the com-
“It was interesting that this was kind of a trigger for the mittee will continue to meet periodically to examine the issue
industry to get together to create something that’s a little and begin new work items as needed, Weisenberger explained.
more open for the entire industry,’’ he said, “not just specific “This new work item is a very specific use case,” he said. “It
to company.” is a deep dive.”
The new OBD working group SAE has assembled is broad. The potential is there for other work down the road, but for
It is comprised of eight automotive OEMs (BMW, Ford, now the group has its very specific goal to meet the U.S.
General Motors, Honda, Hyundai, Isuzu, Toyota, VW), a few House Committee’s and NHTSA’s requirements for “harden-
heavy-truck OEMs and suppliers (including Volvo Trucks and ing” the OBD-II port squarely in sight.
Cummins), various associations (MEMA and ETI), as well as Jennifer Shuttleworth

9th AVL Int. Commercial

Powertrain Conference
May 10th-11th, 2017 in Graz

Many high-level speakers will share their expertise

on the industry‘s most important topics, like
CO2 reduction and operating efficiency:
Ron Borsboom - DAF
Dr.-Ing. Wolfgang Burget - Liebherr EMtec GmbH
Wayne Eckerle - Cummins Inc. and many more.

Register now: www.avl.com/icpc

In cooperation with

TRUCK & OFF-HIGHWAY ENGINEERING Free Info at http://info.hotims.com/65850-631 April 2017 11

 CONNECTIVITY
continues its
advance

VisionLink integrates
Cat’s connected capabilities.

More OEMs and Tier 1 suppliers are solutions, but we still see a lot of companies using after-
market solutions,” said Stephan Tarnutzer, Vice
focusing on embedded telematic systems, President of Electronics, FEV North America. “For
hoping to displace aftermarket hardware. OEMs, embedded systems can be a differentiator; they
can provide more value-added features. They can com-
by Terry Costlow
bine telematics with things like prognostics and diag-
nostics. Embedded solutions work with all features and

F
functions of the vehicle, unlike aftermarket solutions.”
leet owners have been deploying telematic solutions for
some time, but connectivity still is just beginning to move
from early adopters to the mass market. Connectivity is pro-
Offerings multiply
viding more owners and operators a broad range of benefits, Product offerings are exploding. In March Caterpillar
prompting a surge of developments by suppliers. unveiled Cat Connect and Cat Product Link technolo-
Connections using cellular and other wireless links are transforming gies that connect any brand and type of equipment
design plans, running the gamut from axles and infotainment systems to using a single reporting system, VisionLink. Cellular,
leveraging cloud computing. Connectivity even is beginning to impact satellite and Bluetooth links can be used to access
developments at companies that traditionally focus more on mechanical data ranging from machine hours and location through
designs than electronics, according to some contract designers. machine health parameters and production data.
“Many of our programs are no longer looking just at transmissions Parker Hannifin rolled out IQAN Connect, which in-
or other systems, they’re including connectivity,” said Lee Barnes, Jr., tegrates Parker’s intelligent hydraulic components
Director of Connected and Autonomous Vehicle Business at Ricardo. with electronic control hardware and software using
“Companies that make axles that switch from two- to four-wheel SAE J1939 links. Data is stored in the cloud for access
drive want to use vehicle-to-vehicle (V2V) communications so that by fleet owners, giving them real-time diagnostics to
when the first vehicle in a convoy hits an icy patch, it can tell follow- help reduce downtime and improve productivity.
ing vehicles that they should switch to deal with ice.” Cummins is touting its Connected Advisor system for
Analysts at Berg Insight predict that fleet-management system monitoring engines and aftertreatment systems.
deployments in North America and Europe will exceed 17 million by Deere and LHP Telematics recently teamed up to ex-
2019, up from barely eight million in 2014. To date, aftermarket de- pand the role of John Deere WorkSight and JDLink, com-
vices have played a major role. But the benefits of integration by bining platforms into one application and simplifying
OEMs may drive a shift to factory installations. operations. These products follow a trend of making it
“There’s a trend for more people to go to embedded telematic easier to understand what’s happening with vehicles.

12 April 2017 TRUCK & OFF-HIGHWAY ENGINEERING

 CONNECTED VEHICLES FEATURE

Parker’s IQAN Connect

provides insight into Hardware provides foundation for connectivity
hydraulics and other The move to connectivity will alter the electronic architectures on vehicles,
systems on following the trend to perform more tasks using software. But making this
J1939 buses. transition requires a number of hardware changes.
Connected vehicles collect more data from vehicle systems, sending it to
fleet managers. Vehicles will also be receiving more information, so more
processing power and networking bandwidth will be needed. CAN networks
will no longer suffice.
“Ethernet-based technology will become prevalent and flexibility in
terms of local storage and computational power will play a key role in fu-
ture-proofing your machines,” said Jose Ogara, Product Manager at
TTControl. “We are seeing interest in BroadR-Reach Ethernet gateways and
ECUs as the amount of data transmitted in the vehicle increases.”
Handling all this data will require more processing power. As more band-
width and more-powerful microcontrollers become common, design teams may
start consolidating functions. Combining telematic controllers and infotainment
systems is an obvious move, but it isn’t one that will be made universally.
“There’s some interest in putting it in the head unit, but some companies
like stand-alone systems,” said Stephan Tarnutzer, Vice President of
Electronics at FEV North America. “It depends on how modular they want to
be. In general, telematics will probably be integrated into the head unit.”
As this evolution occurs, infotainment systems are likely to handle a wide
range of tasks. Apps may well run on both phones and vehicles, permitting
tight integration between vehicles and services. For example, when the ve-
hicle senses it’s time for maintenance, the system could direct the driver to a
“It’s not good enough to just provide data any suitable site and handle payments upon completion.
“Ultimately, everything will merge into the radio head unit; it will be the
more,” said Jeffrey Cohen, Vice President of Telogis.
place to find parking, exchange money for services and so on,” said Lee
“A fleet manager’s job is to run the fleet, not look at Barnes, Jr., Director of Connected and Autonomous Vehicle Business at
technology. They want something that’s easy to un- Ricardo. “As more things move to the Cloud, more things can be driven by
derstand and easy to use.” apps that are loaded onto the infotainment system.”
Ease of use always is a critical factor when new Many suppliers feel that cloud services will eventually impact vehicle de-
technologies emerge. For example, a fleet with an sign. Some functions may be handled in the Cloud, so vehicle systems won’t
idling problem can create incentives for those who need the memory and processing power now used to process these functions.
reduce idling the most. Conserving fuel then becomes “You will have a flexible platform where you can dynamically allocate
a game for operators—and telematic data shows man- CPU resources to applications that the machine owner will be able to
agers which operators need training. download from the Cloud via the telematics interface without affecting
safety-critical applications running on the same hardware,” Ogara said.
“This approach will lower overall machine cost and tremendously improve
Clouds rise machine flexibility.”
Terry Costlow
While some fleet owners will use their own information
technology (IT) departments to collect data, many will
turn to the Cloud. The volume of data transmitted by a
system that monitors data available on vehicle networks
will be huge. Third-party providers can help managers
access data without becoming IT experts.
“Cloud computing is essential for the connected
off-highway vehicle environment,” said Jose Ogara,
Product Manager at TTControl. “The cost and effort
required to host machine data and to run applications
for the analysis of the data is often too big for many
customers, so cloud computing allows you to start
small and scale.”
Managers who want to schedule maintenance and
monitor vehicle productivity for fleets soon may be
clamoring for more bandwidth. Product developers are Today’s architectures use Ethernet only to connect to outside systems (left), but TTControl
foresees Ethernet serving as a backbone for connected vehicles.
already making preparations to provide that as soon as

TRUCK & OFF-HIGHWAY ENGINEERING April 2017 13

CONNECTIVITY
continues its
advance
cellular providers start shifting from 4G Platoon ready Administration) has long promised to
to faster 5G technologies. There’s a fair chance that within a few mandate its use in passenger cars. But
“Companies will move quickly to 5G years, vehicle-to-vehicle/infrastructure fleet owners may leverage the concept
when it’s available because of the sheer (V2X) communications will be added to more rapidly than automakers.
volume of data being transferred,” the connectivity mix. In the U.S., NHTSA Commercial trucks can save fuel and
FEV’s Tarnutzer said. (National Highway Traffic Safety reduce congestion by platooning. Several
vehicles can travel closely together, set-
ting a steady pace and even adjusting
traffic lights so they can smoothly pass
traffic lights as a convoy. As connectivity
and cloud computing expand in transpor-
tation, interest is growing.
“We’re seeing a lot of activity in the
platooning space,” Tarnutzer said. “In
platooning, you need a lot of communi-
cation to the back end.”
Some programs rely on communica-
tions sent between vehicles in a fleet,
communicating speeds, potential brak-
ing needs and other information. Other
projects use the Cloud to collect data
from all connected vehicles on the road
and sharing relevant information.
“If you have a smart infrastructure,
data sent to the Cloud can be accessed
by any vehicle,” Ricardo’s Barnes said.
“Data can be held in the Cloud and can
be parsed to vehicles that need it. For
vehicle convoys, this data can tell them
things like speed and distance and
whether they need to shift because
they’re going up a hill.”
Whether these communication systems
will use cellular links or the dedicated
short range communications (DSRC) pro-
moted by NHTSA remains an open ques-
tion. DSRC offers many benefits like high
speed, but it won’t make an impact until a
fair number of vehicles have compatible

Connected Vehicles webinar

The discussion about connectivity and its
promise for safer, more efficient and pro-
ductive vehicles and worksites will con-
tinue in a free SAE Technical Webinar this
June. Three experts will explain the trends
and latest technologies in this quickly
evolving area, along with the technical
challenges that remain with development
and testing of V2X communication, cyber-
security, and how to best utilize Big Data.
Go to www.sae.org/magazines/webcasts/
for more information and to register.

Sponsored by

14 April 2017 Free Info at http://info.hotims.com/65850-633 TRUCK & OFF-HIGHWAY ENGINEERING

 CONNECTED VEHICLES FEATURE

FEV is helping heavy-

vehicle developers
to integrate the most
suitable technologies
developed for the
automotive industry.

communications. Cellular is ubiquitous, “There’s more interest in cellular com- DSRC will be used, but every situation
but no one’s yet spent much time figuring munications than in DSRC,” Tarnutzer said. we’re involved in now uses DSRC,” he
out how V2X data would be handled se- But that’s not what Barnes is hearing. said. “As the industry goes to 5G, that
curely. Opinions vary. “It’s not set in stone whether cellular or could change.”

TRUCK & OFF-HIGHWAY ENGINEERING Free Info at http://info.hotims.com/65850-634 April 2017 15

 Tailoring fuel injection
to control

NOx
The next big step to
help heavy-duty diesel
engines meet stricter
emissions regulations
involves adapting the
fuel-injection system to
the combustion needs.
Denso diesel common rail
fuel-injection system.

F
uture diesel engine legislation, such as the EU’s Stage V and “Combustion in Compression-Ignition Engines” tech-
possible Tier 5 in the U.S. for off-highway, demand further im- nical session at April’s WCX17: SAE World Congress
provements to reduce CO2 while keeping the already-low NOx Experience in Detroit.
emissions levels. For on-highway trucks in the U.S., a stricter
limit of 0.2 g/bhp-hr NOx emissions needs to be achieved, with even
tougher ultra-low NOx limits on the horizon. In this trade-off, system
Diesel fuel injector technology
costs and complexity of the aftertreatment are defining the constraint The combustion process of the diesel engine directly
in which the common-rail fuel injection system layout is defined. depends on the performance of the fuel-injection sys-
In the past, the increase of rail pressure was the major step to con- tem, particularly on injector performance with regard to
trol the soot emissions in view of low engine-out NOx emissions by the steepness of the injection rate and minimum hy-
applying massive EGR (exhaust gas recirculation). With the on-going draulic interval, and the maximum rail pressure level. In
development of NOx-aftertreatment by selective catalytic reduction the past, the increase of rail pressure was the key to
(SCR), conversion efficiencies of up to 97% allow a reduction in the control the air entrainment and the premixed combus-
EGR and rail pressure usage. In that context, the steepness of injec- tion portion. This premixing combustion increases the
tion rate, the nozzle flow rate and the injection pressure are remain- combustion noise but also reduces the soot emissions
ing parameters to control the NOx emissions. A shallow injection rate as the air is entrained into the fuel rich zones.
in combination with larger nozzle flow rates is beneficial to reduce The increase of injection rate steepness has a simi-
the NOx emissions thanks to a reduced premixing of fuel with air. lar effect. Using a quick needle opening, pressure
To study this effect, researchers from Denso utilized the latest so- losses by the needle seat throttle are reduced, espe-
lenoid injector with improved magnetic actuation. The influence of cially in the case of pilot injection events. The rail
the steepness of injection rate is studied on a six-cylinder heavy-duty pressure is utilized more efficient for the spray mo-
diesel engine on three representative part-load points of the WHSC mentum and enhances the air entrainment of the
(World Harmonized Steady state test Cycle). Depending on the en- spray. Similar to the rail-pressure increase, this leads
gine-out NOx emissions requirements, two scenarios are considered. to the increase of a premixed combustion and reduces
In case of a strong NOx aftertreatment, the shallow injection rate soot emissions by entraining the air into the rich fuel
steepness is beneficial for the fuel consumption. In case of less NOx areas. Such quick injection opening and high rail pres-
aftertreatment, high EGR rates are required and soot emissions can sure is required in engine concepts with high EGR us-
be controlled through the steepness of injection rate. age to reduce NOx emissions—but combustion noise
Denso experts presented this research as part of the increases. To countermeasure the combustion noise,

16 April 2017 TRUCK & OFF-HIGHWAY ENGINEERING

 POWERTRAIN FEATURE

Future emissions trade-off scenario.

Actuation principle of the solenoid servo valve of the G4S injector.

the premixed combustion therefore has to be limited,
even in the presence of high rail pressures. This ap-
proach is realized by employing the flexibility of the spring set force is increased against which the magnetic force acts
injection system to increase the number of injection during actuation. Therefore, the magnetic force had to be increased by
events and to achieve short hydraulic intervals. changing the solenoid material. As a result of these improvements, the
Such a concept already was developed and tested injection rate steepness could be increased while the closing speed
by using piezo servo valve technology for passenger- controlled through the inlet orifice flow rate and motion of the three-
car applications, and studied by trial samples for sole- way valve were kept the same.
noid injectors for passenger car and heavy-duty diesel The increase of the out-orifice flow rate achieves a shorter hydrau-
engine tests. Now this technology is further improved lic interval. The standard solenoid injector for passenger-car applica-
through the ongoing development of new solenoid tions achieves in best case a hydraulic interval of 200 µs.
actuators. The G4S injector functionality during start- Hydraulic performance was investigated on a pump bench. For ana-
of-injection and end-of-injection is pictured. lyzing the minimum hydraulic interval, three consecutive pilot injections
A small control plate separates the high- and low- are applied followed by a main injection. Within the standard G4S speci-
pressure areas and has the function of a three-way fication, the min. hydraulic interval of 250 µs is achieved. With increased
valve. The switching is released through the movement out-orifice diameters, a much shorter hydraulic interval of 100 µs is fea-
of the control plate. The pressure decrease is defined by sible. Overall, the injector’s performance demonstrated that the 3-way
the flow-rate characteristics of the out-orifice, which is valve allows the adaption of the out-orifice flow rate independent of the
part of the control plate. It is therefore the flow charac- in-orifice throttle by utilizing a new solenoid actuator.
teristics of the out-orifice to define the needle opening The performance of the improved solenoid injector was evaluated
speed. To improve the needle opening speed, this flow- on a heavy-duty EU6 diesel engine (see table for details). The engine
rate characteristic of the out-orifice was increased while was equipped with a high-pressure fuel pump (HP6: 2 cylinders, 3
keeping the flow rate of the inlet orifice constant. lobes) with a maximum rail pressure of 300 MPa. All cylinders are in-
In addition, the intermediate chamber volume and strumented by pressure transducers (Kistler 6053CCsp) to analyze the
sub-orifice diameter were increased to avoid a throt- combustion cycle individually. For engine testing, five operating points
tling downstream, but causes an increase of the pres- of the World Harmonized Steady state test Cycle (WHSC) were se-
sure forces on the control valve. As a consequence, the lected. These points cover the area of low part-load, mid part-load and
full-load engine operating conditions. NOx emissions are controlled by
utilizing the high-pressure exhaust gas recirculation (HP-EGR).
Displacement Volume 12L
No. of Cylinders 6
Multiple-injection strategy
Related Power 353 kW Several injection strategies at short hydraulic intervals were evaluated
Max. Torque 2500 Nm at several load points. Because the optimized emission trade-off de-
pends on many variables, a DoE (Design of Experiments) was per-
Peak Firing Pressure 190 bar formed for each injection strategy. As inputs for the DoE, the rail pres-
Compression Ratio 17 sure, injection timing and pilot quantities were varied. From this data a
Gaussian model was created. After confirming the model’s accuracy,
Turbo Charger 1 stage VNT this model was used to find the best brake specific fuel consumption
EGR Cooled HP-EGR (BSFC)-NOx trade-off within a given soot constraint of 0.02 g/kWh. To
evaluate the necessity of short interval, the hydraulic interval was varied
Properties of the heavy-duty EU6 diesel engine. as an additional input variable during the single pilot injection DoE.

TRUCK & OFF-HIGHWAY ENGINEERING April 2017 17

 Tailoring fuel injection
to control

NOx

Selected engine operating points from WHSC.

Already from the optima, block and single pilot injection display a
low rail pressure 60 MPa, whereas the double and triple pilot injec-
tion strategy uses higher rail pressure. The reason for this increased
rail pressure is (1) to satisfy the given soot constraint and (2) to not
extend the combustion duration too much by additional pilot injec- Potential of single pilot injection strategy.
tions. Subsequently, these optima were validated on the engine by a
center-of-combustion (CoC) variation.
It turns out that the single pilot injection strategy achieved the best open and NOx was varied by retardation of the com-
BSFC-NOx trade-off. The first pilot quantity triggers the combustion bustion timing. Compared to the block injection, the
and enables the early ignition shortly before engine top dead center single pilot injection strategy improves the fuel con-
(TDC). At lower NOx emissions—achieved by retardation of injection sumption by max. 2 g/kWh with EGR and max. 4 g/
timing—the single pilot injection shows even increased benefit in the kWh without EGR.
BSFC-NOx emissions trade-off. At retarded injection, the single pilot Whereas the single pilot injection leads to the best
ensures that the combustion occurs near TDC by a relatively large pilot BSFC-NOx trade-off on this heavy-duty engine, addi-
quantity in combination with larger hydraulic interval. tional injections become more interesting when engine
The double pilot and triple pilot injection strategy do not really noise might become limited—e.g., by future emissions
influence the heat release, and a single pilot injection strategy is suf- legislation or hybrid application. Data shows a significant
ficient for a smooth shape of the heat release rate. noise reduction by adding a single pilot injection. Adding
At the higher speed, part-load operating point WHSC3, a similar DoE additional pilot injections in combination with noise-opti-
approach was conducted. The optimum at WHSC3 showed smaller pilot mization could further reduce the combustion noise.
quantities for all injection strategies and a short interval in the case of
single pilot injection compared to the WHSC12 engine load point.
The optima of this engine operating point WHSC3 again are evalu-
Injection-rate steepness
ated on the engine through a CoC variation. Similar to the engine load Three different types of injection-rate steepness—fast
point WHSC12, soot emissions are again below the DoE constraint of needle opening, standard needle opening and slow
0.02 g/kWh thanks to an overall air-fuel ratio of λ=2.17. Therefore, the needle opening—were investigated at two different
optima from each injection strategy do not affect the soot emissions. levels of raw engine-out NOx emissions. The NOx
In this load point, block injection, single pilot injection and triple emission level is again controlled by the EGR rate.
pilot injection strategies achieve a similar emissions trade-off. At this At NOx=6 g/kWh, the optimum BSFC is between 4
speed and load, the pressure trace is already shallow for the block and 6°CA aTDC. Still the engine has sufficient air re-
injection. Therefore, the addition of the pilot injections cannot shape maining and the influence of the injection rate is minor.
the heat release rate and the ignition occurs closely to engine TDC. Increasing the EGR to NOx=2 g/kWh, the shallow injec-
A similar result was achieved for part-load operating points with tion rate cannot sufficiently entrain the air, and soot
EGR and including the WHSC7 part load point. For the low load condi- increases significantly. In this case, the countermeasure
tions (WHSC12 and WHSC3) the EGR rate was varied to obtain a con- to increase the rail pressure by 40 MPa still exists.
stant NOx emission of 6 g/kWh. At WHSC7 the EGR valve was set fully This is a common approach to balance the injection-

18 April 2017 TRUCK & OFF-HIGHWAY ENGINEERING

 POWERTRAIN FEATURE

Injection rate
influence at
WHSC12, EGR
variation, const.
CoC = 4°CA.

Influence of multiple injections on noise.

rate steepness by rail pressure. Both controls the

amount of air entrainment and hence the local mixing
from the charge into the fuel spray. On the other hand,
the EGR could be reduced or omitted to have suffi-
cient oxygen and reduce the soot emissions. Here the
NOx engine-out raw emissions must be converted
through the aftertreatment. NOx levels of 13 g/kWh
require an SCR conversion efficiency of ~97%. In such a
scenario, the BSFC is further improved when applying
a slow needle opening rate.
Soot emissions are at the limit of detection. As EGR
is decreasing the combustion duration is shortened
regardless of the needle opening speed, and BSFC
could be improved by 2 g/kWh.
Such improvement of a scenario with less EGR and
reducing the needle opening speed does not neces-
sarily deteriorate the rated power performance. BSFC
could be enhanced by increasing the rail pressure for
both fast and slow needle openings. It is interesting to
note that although NOx emissions increase with the
higher rail pressure, the shallow injection rate by the Increase of nozzle flow rate at WHSC12 and WHSC3.
slow needle opening counters this effect and gives a
small benefit in NOx of 1 g/kWh. combustion duration also improves the fuel consumption without a
penalty in the soot emissions. Here the CoC is limited only by peak
firing pressure (PFP) and an improvement of fuel consumption by 1%
Nozzle flow rate is achieved at similar soot emissions. A penalty results in the NOx
In the scenario that the EGR is reduced by the SCR and emissions, which are increased by 1 g/kWh due to the increase of the
soot emissions becoming very low, the nozzle flow rate spray penetration and premixed combustion amount.
can be adapted to the raw engine-out NOx and soot However, this increase of NOx emissions only appears at 136-MPa
emissions. Typically, the nozzle flow rate should be small rail pressure. Toward a rail pressure usage of 180 MPa, the BSFC is
to reduce the spray penetration and limit the soot forma- further improved and NOx increases by 2 g/kWh. This behavior could
tion but sufficiently large to supply the fuel to achieve the be explained by the increase of maximum heat release and a shorter
full load engine performance. Under the constraints of combustion duration with respect to the increase of rail pressure and
high NOx levels and sufficient oxygen, soot emissions are the increase of nozzle flow rate. A further increase to 250 MPa does
not limiting the increase of the nozzle flow rate and the not improve the air utilization for either nozzle.
demand of rail pressure is reduced. Then nozzle flow rate For rated-power operation, fuel consumption also is improved by in-
could be increased to reduce the combustion duration. creasing the rail pressure from 180 MPa to 250 MPa; an increase to 300
Both the reduction of rail pressure and increased flow rate MPa does not further reduce fuel consumption. At these conditions, the
are mechanisms that shorten the combustion duration increase of nozzle flow rate does not demonstrate an additional positive
and improve the fuel consumption in terms of BSFC. effect on the fuel consumption, although the 1800 cc/min nozzle has a
This approach was evaluated on the engine. shorter combustion duration by 2°CA and an increase of maximum heat
Increasing the flow rate from 1550 to 1800 cc/min, the release rate, meaning the formation of increased NOx emissions.
BSFC was improved by 0.5% at WHSC3. At lower en- This article is based on SAE Technical Paper 2017-01-0705 written by Jost
gine speed conditions of WHSC12, the BSFC is similar at Weber, Olaf Herrmann and Ron Puts of Denso Automotive Deutschland GmbH,
high NOx emissions but increases at low NOx emissions. and Jyun Kawamura, Yasufumi Tomida and Makoto Mashida of Denso Corp.
At the rated torque engine operation, the shorter http://papers.sae.org/2017-01-0705/

TRUCK & OFF-HIGHWAY ENGINEERING April 2017 19

A complete
industrial
engine range
for your market
and machine

See our full range of engines at

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ACTIVE ON
SAFETY Sensor fusion is critical for the
automation of vehicles. Shown is the
Bendix Wingman Fusion system.

Crash-avoidance technologies are vital “building blocks” to automate commercial

vehicles, implement truck platooning and ultimately achieve zero accidents.
by Bill Visnic and Ryan Gehm

P
reco Electronics invented the vehicle backup Preco’s rear-object detection and even a telehandler with radar-
alarm in 1962 and now seeks to set a similar based active braking operator assist.
safety milestone with the PreView Side Wood said the PreView Side Defender is designed to feed its 24-
Defender technology the company showcased Ghz frequency-modulated continuous wave (FMCW) radar signal to
at the ConExpo 2017 trade exposition in Las Vegas. the vehicle CAN bus via the SAE J1939 protocol, making the informa-
The company calls the radar-based side-collision tion available for several potential ADAS-related safety advances. He
avoidance system “the industry’s most-advanced side- said that although the system is effective in recognizing objects in
object detection solution.” the side blindspots, it still is difficult to differentiate between pedes-
Targeted at over-the-road vehicles but also suitable for trians and solid objects. For now, the system is able to “ignore” sta-
off-road applications, PreView Side Defender provides tionary objects down to a speed of about 10 mph (16 km/h), but at
audible and visual alerts to avoid or mitigate collisions slower speeds, “it’s either on or off,” in terms of providing a warning
with pedestrians and objects in the side blindspots, an of an object or pedestrian in the blindspot areas.
area in which the company said accident frequency is The next step, he said, is to advance the technology to be able to
increasing. The range can be from 3 to 8 m (10 to 26 ft) distinguish, at slow speeds, between a person and a stationary object.
from the vehicle sides and up to 6 m (20 ft) fore and aft. The current PreView Side Defender setup operates in two modes: in
Matt Wood, vice president of global sales for Boise, highway mode, the system alerts to vehicles in the blind zones but ig-
ID-based Preco, said light vehicles’ increasing develop- nores stationary objects to mitigate the instance of “nuisance” alerts. In
ment of advanced driver-assistance systems (ADAS) slow-speed mode, the system seeks to provide side-turn assist “aimed
has been instrumental in causing the commercial-vehi- specifically at reducing the incidence of collisions with pedestrians and
cle sector to more intensively examine the possibilities cyclists in urban environments,” the company said in a release.
for new collision-avoidance technology. PreView Side Defender was introduced last fall and is now showing
“Frankly, the auto industry has helped open the eyes up in various OEM applications. Wood said the system also is avail-
of the construction and commercial-vehicle industry,” able for aftermarket fitment and can be combined with its Sentry
Wood said. radar-sensing technology, as well as camera-vision systems, to gener-
He said Preco initially began with a reversing “solu- ate a 360-degree sensing environment.
tion” for avoiding collisions, but quickly realized that
its long experience with radar could extend the idea to
the side blindspots while traveling forward.
Backbone for autonomous and platooning
Active safety technologies are the “building blocks” for commercial
vehicle automation, Fred Andersky, director of government and in-
Object detection, side-turn assist to dustry affairs for Bendix Commercial Vehicle Systems, noted at the
enhance safety SAE Government/Industry Meeting in Washington, D.C., this January.
The PreView Side Defender system already is used by “Within the past few years, we’ve seen commercial-vehicle safety
roughly a dozen OEMs, several of which displayed ve- systems refine and incorporate full stability, collision warning and miti-
hicles using Preco technology at the ConExpo 2017 gation, and lane departure warning,” said Andersky. “And the industry
event. The range included a cement mixer truck and is on course to evolve and integrate these systems into even more ad-
concrete pump truck demonstrating the Side Defender vanced driver-assistance systems over the next few years, with expect-
technology and other commercial vehicles employing ed driver-supported platooning and lane-keeping capabilities. Beyond

22 April 2017 TRUCK & OFF-HIGHWAY ENGINEERING

 ELECTRONICS | CHASSIS FEATURE

Fully integrated active steering is the next step for collision-avoidance systems—
and ultimately autonomous driving capability. Shown is the ZF Innovation Truck 2016
performing an evasive maneuver with steering assistance. (Photo by Ryan Gehm)

those horizons lie automated applications like highway autopilot sys-

tems, leading to true autonomous technologies in the future.”
The foundational technologies are in place, he said, but many ad-
vancements are still required for future generations of safety systems.
“To allow tomorrow’s advanced driver-assistance systems to mitigate
larger amounts of crash energy, we’ll need to see further enhancements
of camera and radar technologies, ‘smarter’ algorithms capable of in-
creased object and situation recognition, vehicle-to-vehicle and vehicle-
to-infrastructure communications, along with stronger deceleration and
steering intervention,” Andersky said. “In short, more information into
the system to enable earlier and stronger acceleration and steering inter- Operational coverage area of Preco Electronics’ PreView Side
ventions to help mitigate more types of crash scenarios.” Defender side-object detection and collision-warning system.
Sensor fusion is also critical on the path to automated vehicles, ex- (Image: Preco Electronics)
perts agreed at the SAE event. Collision-mitigation systems available
today are already effectively combining radar, camera and brakes. For “These are back-up, or redundant, technologies that
example, Bendix Wingman Fusion, available as a factory-installed option might be available because you cannot just depend on
on various medium- and heavy-duty models including Navistar’s one single braking maneuver as we work toward au-
International ProStar trucks since the system’s unveiling in 2015, cross- tonomous driving,” Pandy added.
checks information from multiple sources to realize events sooner, alert- Collision mitigation acts as a redundant system in
ing the driver and decreasing the vehicle’s speed up to twice as much. vehicle platooning, as well. Trucks communicate
The system’s camera is powered by Mobileye’s System-on-Chip through DSRC (dedicated short-range communica-
EyeQ processor with state-of-the-art vision algorithms. tions), allowing the lead truck and following trucks to
Fully integrated active steering is a critical next step for collision avoid- accelerate and brake in unison. But should the wireless
ance—and ultimately autonomous driving, Dr. Christian Wiehen, Chief communication fail, safety systems such as active
Technology Officer for WABCO, told Truck & Off-Highway Engineering. braking and predictive cruise control are essential.
(Read full interview at http://articles.sae.org/15228/.) The company is Peloton’s V2V software communications, for ex-
partnering with an Asian Tier 1 automotive supplier to develop, manufac- ample, allows for the following truck to brake within
ture and sell electronically controlled active-steering systems for the glob- 0.1 seconds of the lead truck. This allows the vehicles
al truck and bus market. Such integration will enable intelligent control of to follow at distances as close as 40-50 ft (12-15 m) for
both the longitudinal and lateral movements of vehicles, Wiehen noted. aerodynamic efficiency gains.
WABCO already has worked with ZF to develop Evasive Maneuver “In the future, we’ll add more redundancy to the
Assist, an active-steering system demonstrated on the ZF Innovation [Fusion] system, so we can get to the more semi-auton-
Truck 2016 prototype last summer. omous applications,” said Andersky, such as Daimler’s
“As the vehicle starts to warn the driver and initiates the braking phase, Highway Pilot, Tesla’s Enhanced Autopilot, and platoon-
and if the driver initiates steering, the system takes over and helps him ing road trains where only the front vehicle has a driver.
finish the maneuver,” explained Ananda Pandy, lead system designer at “But that doesn’t mean we duplicate systems on the
WABCO North America. “The key part here is to balance between the vehicle,” he said. For example, brake steer will back-up
brake and the steering capability [to maneuver around an obstacle]. the primary steering control system.

TRUCK & OFF-HIGHWAY ENGINEERING April 2017 23

ENGINEERING
WITH SIMULATION
AND DATA

Exa’s fluid dynamics simulation, based on the

Lattice Boltzmann technique, finds a place in helping
engineers with thermal management.
Off-highway often looks at hybridization using hydraulic accumulators
as well as mechatronics. CAE simulation from providers such as Siemens PLM
is becoming a critical tool in developing these complex machines.

Companies are discovering new simulation techniques, especially optimization;

the next step is to combine simulation with sensor data and predictive analytics
to create even more robust off-highway equipment.
by Bruce Morey

M
aking off-highway equipment, such as construction or ag- management. “The priority for our current customers is
riculture machines, more efficient continues to be a prior- using optimization techniques for package layouts. They
ity after the final phase-in of the U.S. EPA Tier 4 Final want to know space claims for different components
emissions regulations. such as heat exchangers, or how to orient the engine to
“Some of the companies we work with are running out of credits protect electronics,” she said. “They also want to know
and unfortunately still struggling with Tier 4,” explained Tristan where to place grilles and louvers to make sure they get
Donley, Technical Director, Off-Highway Heavy Vehicles North enough airflow through their engine compartment.”
American for Exa, a supplier of software for computational fluid dy- She notes that some of these companies had never
namics (CFD). These companies continue to balance thermal and used any type of CFD software prior to designing sys-
noise requirements due to their upgraded engines and aftertreat- tems for Tier 4. There were so many challenges that their
ment devices, for example. “Others are now focusing on cutting the tried-and-true design techniques of the past—what she
additional cost from components that enabled them to meet Tier 4 calls “tribal knowledge”—were not working, creating an
Final, but drove up the cost of their machines,” she said. opening for using advanced simulation like PowerFLOW’s
A key element of this packaging is optimally managing thermal Lattice Boltzmann CFD. She also notes the increasing use
flows in systems that must be ever more efficient and smaller. That is of various optimization techniques, like multifunctional
where Exa’s flagship software PowerFLOW enters the picture. objectives and trade-off techniques that balance com-
PowerFLOW uses a relatively new technique in simulation, Lattice peting priorities for an optimum solution.
Boltzmann CFD. Without going into mathematical details, it claims
advantages over the more common CFD based on continuous
Navier-Stokes formulations, according to Donley. Using Lattice
Integration and digital twins
Boltzmann allows PowerFLOW to use a computational mesh with At PTC, provider of CAD and simulation software as
larger cells, or voxels as they term them. well as Internet of Things (IoT) solutions, “integration”
“It is easier to resolve complex geometry and is inherently tran- is an important trend. The company’s flagship CAD
sient. Our voxels can be larger than the feature we are trying to pre- software, Creo, is tightly integrated with its finite-ele-
dict the flow around,” she said. ment simulation package, Creo Simulate, for perform-
While the method is also useful for aerodynamic flows, off-high- ing structural, thermal and vibration analysis.
way engineers tend to use it mostly for aeroacoustics and thermal “There are many geometric design changes in the

24 April 2017 TRUCK & OFF-HIGHWAY ENGINEERING

 SIMULATION FEATURE

lifecycle of a design, and typically if you make that

Siemens PLM believes the industry is in the early stages of seeing an impact
change you have to start the analysis process again,”
of sensors, data collection and analytics on the design process beyond simple
explained Jose Coronado, Product Manager for Creo predictive maintenance. Here, a prototype is
Simulate. “With Creo Simulate, this is not the case. instrumented as part of a test campaign.
Whenever you change the geometry because you had (Siemens PLM)
to change the design requirement, the downstream
settings are updated automatically.”
He also touts the software as easy to use, with an
interface designed for engineers without a deep back-
ground in advanced finite element analysis—no PhD
required. “The user interface is common with Creo to
make it consistent,” he said.
While Creo Simulate adapts to design changes,
Coronado points out that the use-case scenarios for
setting initial conditions and loads often remain as-
sumptions. How much weight will be in a bucket, how
fast will the machine be driven, or how many hours a
day will it be used are derived from spotty observa-
Holistic solutions
tions or educated guesses. Ravi Shankar from Siemens PLM Software offers a comprehensive
“Better is to establish a digital twin by integrating view of the problems off-highway equipment manufacturers face.
data from a physical product with a digital representa- Machines need to increase their effectiveness in terms of greater
tion of that product. This will give us greater insight loads, but they also need to improve durability and fuel economy.
into the product’s state, performance and behavior,” Operator comfort is equally important.
he said. “We can use real loads in our simulations in- “They need to ensure their operators are not stressed too heavily
stead of assumptions.” to ensure smooth operation and efficiency,” explained Shankar.
Connected to embedded sensors, the company’s “These requirements often work in conflict with each other, for ex-
ThingWorx product will facilitate transmitting real data to ample increasing load capacity means larger components that nega-
the designer of, say, a backhoe. The data will show if op- tively affects emissions and fuel economy, as does air conditioning.”
erators are lifting 2 tons or 5 tons, operating it 12 or 8 These often force a look at different types of hybridization, including
hours a day, and so on. This provides “performance based both electrical and hydraulic. These are more difficult to design than
analysis” that can reproduce critical circumstances. a pure mechanical system.
“Not only for a family of products, we can even get The solutions Siemens now offer are just as comprehensive and
down to a particular serial number and determine how growing, expanding through acquisitions. To their existing tools in
it is being used versus another individual product, simulation and data management, they have added 1D and 3D sys-
continuously re-evaluating assumptions,” explained tems simulations expertise through its acquisition of LMS, and CFD
Coronado. “Think of ThingWorx as the real-time ag- and design exploration through CD-adapco. Predictive analytics tools
gregation engine of the real sensors to close the loop.” have come along with Camstar and its Omneo product.

Establishing a digital twin through IoT communicators like ThingWorx brings even more reality to CAE simulations by incorporating actual test
measurements into future analysis. (PTC)

TRUCK & OFF-HIGHWAY ENGINEERING April 2017 25

ENGINEERING
WITH SIMULATION
AND DATA

Advances in urea deposit modeling

One of the key compo- deposits. The systems chemistry, phase change, and multi-phase
nents for most off-high- work better if they re- CFD. Making modeling even trickier, accord-
way engine makers to main clean and smooth. ing to Drennan, is that these deposits only
meet emissions regula- “Deposits are even more form in a limited temperature range, above
tions is selective catalytic of a problem in the com- 433K or below 406K. “Most simulations to
reduction (SCR). These pact, low-temperature date will identify areas in the design where
systems convert nitrous SCRs that are better there is a risk that deposits will form,” he
oxides, or NOx, into ni- overall at meeting re- explained, making analysis after the fact.
trogen and water. They quirements,” said Scott “We are now modeling the actual chemis-
require a separate fluid Drennan of Convergent try and moving to predicting where actual
added to the exhaust Science. “Everyone who deposits will form,” he said. The capability
gas. This is typically an- uses SCR aftertreatment will be available in the next release of
hydrous ammonia, aque- says deposits are their CONVERGE, the detailed chemistry and CFD
Predicting where deposits will form in
ous ammonia or urea, biggest concern.” code the company is known for. While pre-
SCRs using the CONVERGE CFD package.
collectively referred to as Engineers would dicting where they will form, it is still beyond
(Convergent Science)
diesel exhaust fluid have valuable insight, the computational capability of any computer
(DEF). The conversion and a cost-effective to predict how thick such deposits might be.
process requires a catalyst to complete. design tool, if they could use CAE simulation “However, it is a good tool to help people
Long-term effectiveness and durability is to predict where deposits might grow. It is a design more durable SCR,” he said.
greatly affected by unwanted formation of challenging problem, involving complex Bruce Morey

Making sense of how simulation, IoT and predictive analytics all fit data analytics. Shankar believes Siemens’ HEEDS
can seem confusing. “There are really three ways of thinking about multi-domain optimization tool is really a form of Big
Big Data and predictive analytics,” he said. Data analytics that uses hundreds of simulations—
First is integrating sensor-based data with physics-based simula- reams of data—to arrive at optimum solutions that
tions, using the digital twin concept. This means augmenting test and meet given constraints. Multi-domain optimization, or
test data protocols with virtual sensors and bringing that data back MDO, combines the results of multiple simulation
into the early stages of design and engineering. types, say engine, heat transfer, vehicle dynamics, into
A second way is in the postprocessing of data, for instance by us- a single, results-oriented model. Sorting through the
ing its LMS Test.Lab technology. “For example, to use data from mul- multiple, combined runs lets the software suggest the
tiple sensors that measures durability for critical types of off-highway best solution that meets constraints.
equipment,” he said. Think of aftertreatment devices or critical joints. “These are all valid ways of combining sensor data
“There are reams and reams of such data, but you need to postpro- with physics-based simulations and test. Twenty years
cess that data using math techniques and convert them to some key ago, some thought that CAE would replace test, but in
performance indicator useful in the design process.” some ways, test is just as important as CAE in the con-
The third way is to view simulation optimization as another form of text of predictive analytics,” he said.

With Big Data

analytics coupled
with a vision of vast
data collection,
whole product
populations can now
be incorporated into
digital prototypes or
digital twins. (PTC)

26 April 2017 TRUCK & OFF-HIGHWAY ENGINEERING

 SIMULATION FEATURE

manufacture the biomimicry designs—large fabricated components.”

The key to success in reducing weight and cost is in using CAE
for optimization, according to Ravula. Design and topology optimi-
zation tools are premier components of Altair’s software offerings.
Across all industries, educating engineers in the proper use of opti-
mization is needed.
“Often, customers do not know what they want,” he said. “They
Using Altair’s automatic might come to us through our consulting service asking about shape
topology optimization routines, optimization, but once we expose them to other tools, like multi-do-
this excavator boom has some surprising
main optimization, they can see the benefits.” He also stated that the
reinforcement design nearest the bucket.
industry is moving towards increasing use of MDO.
Topology optimization, where the shape of a component is suggest-
ed through automatic means, is one of Altair’s specialties. A recent
Simulation and results case study the company shared in an interview points to some of the
Makers of off-highway equipment rely heavily on clas- peculiarities and advantages that future engineers need to know. Using
sical proven methods of design and the company’s its OptiStruct tool, Altair helped Liebherr redesign a crane boom that
legacy knowledgebase. These are viewed as reliable resulted in a component that was 20% lighter yet could lift 400 kg
and dependable. (880 lb) more. The resulting shape is not one that “tribal knowledge”
“Currently CAE simulation is becoming a more useful or design books might produce, looking more organic with odd spac-
tool in a world dominated by traditional methods of ing of reinforcements. Other examples he showed included castings of
equipment design,” said Venugopal Ravula, Program tractor transmissions that reduced mass by 10%.
Manager of Altair. “Many of the success stories we have Ravula also notes that IoT, Big Data and data analytics are be-
had with heavy equipment companies have been in re- coming more important in predictive maintenance, a field in which
ducing weight and costs, and developing the methods to Altair also is active.

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TRUCK & OFF-HIGHWAY ENGINEERING Free Info at http://info.hotims.com/65850-636 April 2017 27
Q&A
Alternative powertrain tech, connectivity
hot topics at ICPC 2017
make it a little easier, let’s take tank-to-wheel—this is also the
way most publications are dealing with this matter.
Light-duty and some medium-duty trucks, operating in ur-
ban traffic, are suitable both for hybridization and BEV opera-
tion, maybe in the long term also for fuel-cell operation. The
CO2 saving potential with city hybrids is in the range of up to
20%. But instead there seems to be a new trend towards BEVs.
And here the amount of CO2 reduction (tank-to-wheel) is
much higher, but the reduction, when you regard well-to-
wheel, depends very much on the electric power source—
where does the power come from? If you take, for instance,
today’s power mix of China there could be no well-to-wheel
reduction at all. If all electric power comes from renewable
energy sources, the well-to-wheel CO2 reduction will be much
higher. Very much the same can be said for city buses.
Heavy-duty long-haul trucks are different. They run typi-
cally 150,000 to 200,000 km per year and therefore every
“The amount of CO2 reduction [connectivity/ADAS] technologies will achieve percentage point of fuel / CO2 savings makes a big difference.
cannot yet be estimated, but it will certainly be higher than technical Hybridization in combination with downsized diesel engines
measures on the powertrain alone will enable,” said AVL’s Marko Dekena.
makes a lot of sense and can achieve savings of 8 to 10% de-

F
pending on the topography. Waste heat recovery can save
ocusing on technologies and strategies impacting another 3 to 5%. I can hardly imagine HD trucks as BEVs.
truck and bus, agricultural tractors, and construction Batteries are still—even in a theoretically very advanced sta-
machinery, the biennial AVL International Commercial tus—by far too heavy and costly. Trucks need to earn money
Powertrain Conference (ICPC) organized in coopera- and so every kilogram of dead weight / lost payload reduces
tion with SAE International will be held in Graz, Austria from efficiency and profitability. If at all, in the longer term I could
May 10-11, 2017. Experts from each of these sectors will share imagine a fuel-cell-powered long-haul truck.
their insights related to the 2017 event’s overarching theme: Let’s talk about agricultural tractors—I mean real farming
CO2 reduction and innovations to improve operating efficien- tractors, not derivatives such as street sweepers, utility trac-
cy. Dr.-Ing. Marko Dekena, Executive Vice President, Global tors for communities, etc. For the hard and sometimes ex-
Business Development, Sales and International Operations tremely diverse work that tractors do, electrification can save a
Powertrain Systems, AVL List GmbH, recently spoke with lot of CO2 and consumables when applied to the various im-
Editor-in-Chief Ryan Gehm about some of the strategic and plements. The diesel drives a generator which supplies power
technical issues to be discussed at this year’s event. to the PTO and/or to the implements which now have no me-
chanical connection to the engine anymore but are driven by
Electrification is a major topic of the event across all three seg- electric motors. This makes a lot of sense—the whole system is
ments. What is the outlook for electrification in each of them? much more efficient and flexible for different applications.
Let’s first define “electrification” because it covers a huge Finally, let’s consider construction equipment. BEVs may be
field of technologies: hybridization (mild, full, plug-in), battery suitable for very small equipment for shorter operations, very
electric vehicles (BEVs), and fuel cell electric vehicles (FCEVs). much depending on the operation purpose. Hybridization is
Most likely this is also the introduction sequence for eventual the choice for all vehicles operating under heavily changing
applications of these technologies. The extent to which these load cycles and braking. Here the electric motors can assist
technologies will be applied depends on the kind of vehicle, transient behavior by boosting acceleration and acting as gen-
application and the main operating conditions—so, you see, it erators during braking, thus feeding power back to the battery,
is quite complicated. which can then be used for the next acceleration. Simulations
Secondly, we need to be clear how “CO2 emissions” is de- we made in AVL, for example, for wheel loaders proved fuel /
fined: tank-to-wheel, well-to-wheel or cradle-to-grave. The re- CO2 savings in the order of 10-15%.
sults are completely different. Personally, I would prefer the
holistic view from cradle-to-grave, because it is the only correct How much is shared technology?
way to reduce CO2 emissions. However, it is the most difficult I think quite a lot, both in hardware and control software.
approach due to lack of data in the various areas at present. To However, the huge amount of different vehicles, applications

28 April 2017 TRUCK & OFF-HIGHWAY ENGINEERING

 Q&A

For ag tractors, the diesel engine can drive a

generator that supplies power to the PTO and/or the
implements which have no mechanical connection
to the engine but rather driven by electric motors.
“This makes a lot of sense—the whole system
is much more efficient and flexible for different
applications,” said Dekena.

and operation conditions makes it very difficult to find the called site management. By optimizing and linking the various
best solution in every case. Finding the “right” combination of and manifold operations, waiting times and inefficient travels
diesel engine, transmission, electric devices, storage system can be avoided. Intelligent condition monitoring and preven-
and control system is an enormous challenge in all the dis- tive maintenance and service of the vehicles will help to fur-
cussed application areas, even if the individual components ther reduce unplanned downtime to a high extent.
are known or even the same. Here, full system simulation The amount of CO2 reduction these technologies will
comes into the game, an area where AVL has collected signifi- achieve cannot yet be estimated, but it will certainly be higher
cant experience in the last 10 years. All tools and procedures than technical measures on the powertrain alone will enable.
to simulate even very complex systems in any real operating The challenges mentioned initially have to be solved across all
condition have been developed, proven and are ready for use. applications, but everyone will have their own specific solu-
tion. Thrilling times ahead of us!
Likewise for operator efficiency, connectivity and ADAS
appear to be major trends that cross the segments. Which upcoming emissions regulations are top of mind and
Basically, there is a huge potential to increase the efficiency of pose the greatest challenges to engineering efforts?
all kinds of commercial vehicles by applying connectivity, Big It’s still the well-known emission of NOx, hydrocarbons, and par-
Data and autonomous driving. Although there currently seems ticulates. We have to envisage even tighter limitations beyond EU6
to be a hype in all areas, it will take many years to make use of and Stage V together with changes of the measurement proce-
these technologies on a large scale. There are still too many dures—with the keywords Real Driving Emissions and In-Use
open issues like standardization, legal issues, Compliance. The real future challenge is the combi-
national and international rulemaking, safety and “To implement nation of tough CO2 / fuel consumption limitations
technical issues, insurance and liability questions
and many more. You may know that larger agri- predictive in nearly every part of the industrialized world with
further drastically reduced NOx limits. Whatever we
cultural tractors have for a number of years been functions into do to reduce the toxic emissions will basically con-
operating autonomously or at least partially au-
tonomously, enabling precision farming. The ve- the control tradict CO2 and fuel consumption reduction. How to
reduce emissions in general is well known in the
hicle or several vehicles at once are controlled by
GPS not only for precise tracking but also for soil
software meantime—the technologies to be applied are avail-
able and proven. They need to be refined for the
detection and optimized fertilizer output control. is the various applications, which is a tremendous amount
Trucks and buses will be the next category of
vehicles to apply this technology, first in en-
consequential of work but the road map is rather clear. This applies
for all vehicle segments from passenger cars to con-
closed areas and later also on highways, in the next step.” struction equipment within different time frames.
simplest form of platooning. Also, logistics con- However, for the time being the recent new pro-
trol will enable a major improvement of vehicle and operator posals or intentions of the U.S. Environmental Protection
efficiency by largely avoiding ‘empty drives.’ The ongoing in- Agency (EPA) and the California Air Resources Board (CARB)
tensive activities in the passenger car area will definitely also create a lot of headaches for engineers. Fuel consumption of HD
pave the way for commercial vehicles. But it is clear that ev- truck engines has to be reduced until 2027 by further 4% com-
ery vehicle needs specific adaptations according to its operat- pared to model year 2017, according to EPA. CARB even wants
ing conditions. I can hardly imagine driverless vehicles but I to cut fuel consumption figures by 8% within the same time
am sure that the tasks of the driver or operator will change frame combined with a further NOx reduction of 90% compared
and result in higher efficiency. to MY 2017! In addition, the new EPA proposal calls for a 20%
I see big advantages in the operation of construction ma- reduction of fuel consumption of the complete truck—this is a
chines, especially when it comes to larger construction sites quite new and extremely challenging situation. And it is very
with many different machines and vehicles involved—the so- likely that similar restrictions will one day be transferred to the

TRUCK & OFF-HIGHWAY ENGINEERING April 2017 29

INDUSTRIAL MICROHYDRAULICS
Q&A
Smallest Shuttle
Valves
non-road sector. AVL is currently successfully working on solu-
tions—how modern powertrain technologies can be combined
in a cost-effective way to meet those tough regulations.

What other alternative powertrain technologies can make a

big impact in this regard?
Certainly there is still improvement and refining potential in
Superior Performance, Compact Size conventional powertrains including transmissions. This is ongo-
ing and business ‘as usual.’ Fuel cells are back again after the
hype in the late ’90s. As said already earlier, I do see a good
• Simple One-Piece Construction chance longer term for application in long-haul trucks. When it
• No O-rings or Threads comes to fuel cells it is mandatory to make the view from cra-
dle to grave. Although the fuel cell itself offers a rather high
• Slips into a Drilled Hole
efficiency, there are significant losses to be taken into account
• Press to Lock and Seal which happen during production and transport of hydrogen—in
• Pre-tested for Bubble-Tight Leakage the end there might not be an efficiency advantage for many
applications. Of course, infrastructure issues will be a major
The Lee Company hurdle, especially when it comes to agricultural tractors and/or
Innovation in Miniature 2 Pettipaug Road construction machines. I cannot imagine a hydrogen filling sta-
Westbrook, CT 06498 USA
Tel: 860-399-6281 tion somewhere on a construction site in the middle of no-
sitemanm@theleeco.com where. And of course, the price question has to be answered.
www.leeimh.com I do see much more potential in alternative fuels, but not those
See us at the SAE World Congress, Booth #4008 discussed in the past. I see a thrilling potential in synthetic fuels
or so-called e-fuels generated from renewable CO2-neutral pow-
Free Info at http://info.hotims.com/65850-637
er, and hydrogen synthesis making use of CO2 from power plants
and other CO2-generating factories—or even extracted from am-
Rod Ends and bient air. The basic technologies and processes are known and
according to recent publications even the costs could be reduced
Spherical
significantly. I do hope that all involved industries take this path
Bearings designed seriously into account as it opens a much more effective way by
and manufactured to which conventional diesel (and also gasoline) engines could be
Aurora’s exacting used further on. It would be a great achievement, because these
standards for quality kinds of alternative fuels would also have an immediate effect on
the whole existing engine population.
and durability.
What’s your view of waste heat recovery? Many say it’s
not cost-effective and becomes less important as engine
efficiency is optimized.
I do not agree at all! Even if engine efficiency is increased there
Registered and Certified
will still be a waste of 20% of the fuel energy, so it is worth ex-
to ISO_9001 and AS9100. ploiting that potential. AVL and others have proven a fuel con-
From economy commercial sumption reduction by WHR in the order of 3-5% in real long-
haul trucking. These trucks run about 150,000 km/year and con-
to aerospace approved,
sume about 40,000-50,000 L of diesel. Depending on the actual
we’ve got it all! fuel price, savings in the order of 2000-3000 €/year are realistic.
This means that the payback period could be less than 2 years. Of
course, it depends very much on the application, the topography
the vehicle is driving and the fuel price. WHR is still under devel-
 opment and I expect further efficiency improvements to come.
WHR makes a lot of sense for applications like long-haul trucks,
coaches or marine applications in which no extra energy is need-
Aurora Bearing Company
901 Aucutt Road ed for cooling fans to get rid of the heat during WHR operation.
Montgomery IL. 60538 Ryan Gehm
complete library of CAD drawings and 3D models available at: Read the complete transcript of this interview at http://articles.
w w w. a u r o r a b e a r i n g . c o m sae.org/15305/.

30 Free Info at http://info.hotims.com/65850-638 TRUCK & OFF-HIGHWAY ENGINEERING

 NEW LOOK. NEW LOCATION.
NEW OPPORTUNITIES.

COMVEC 17
ON-HIGHWAY | OFF-HIGHWAY | DEFENSE
September 18–20, 2017
Crowne Plaza Chicago
O’Hare Hotel & Conference Center
Rosemont, Illinois, USA

ENGINEERING LEADERSHIP: CREATING

CUSTOMER VALUE IN A CHANGING WORLD
Experience the new and improved COMVEC 17. This year’s event features
expanded programing, and networking opportunities for experts and young
professionals alike. Gain full mix and match access to three key symposia:
– Data Driven Decisions in Industry
– Efficiency Improvements for Commercial Vehicles
– Aerodynamics

Discover the latest supply chain innovations from around the globe. Participate
in interactive panel discussions, experience the dynamic technical displays, and
connect with industry leaders.
Find out what’s in store for the commercial vehicle industry.

Register now — sae.org/comvec

“ COMVEC 17 is the destination for

commercial vehicle professionals
to demonstrate their expertise,
exercise their leadership, and
become a part of curating the future
of our industry. ”
— Thomas Stover, Executive Chair
P1780275

Free Info at http://info.hotims.com/65850-639

 ORIGINAL
EQUIPMENT
Case unveils compact dozer loader concept at ConExpo
Called “Project Minotaur,” the Case from other OEMs, which are simply The machine’s platform runs all of the
DL450 compact dozer loader is a “first- meant to create a reaction, Project attachments a contractor might cur-
of-its-kind” machine that combines the Minotaur is very practical evolution of rently own for skid steers and CTLs.
footprint and performance of a com- two product lines that will provide add- “Contractors now have one machine
pact track loader (CTL) with the power ed machine flexibility to those in the on site that handles all of these items,”
and dozing characteristics of a bull- residential and commercial construction Harris said.
dozer. The crossover concept was re- industries,” Scott Harris, vice president
vealed at ConExpo-Con/Agg 2017, – North America, Case Construction C-Frame interface the core
where Case Construction Equipment Equipment, said at the machine’s reveal feature
conducted extensive focus groups with in Las Vegas. “It could also be a trans- How is this new machine different than
contractors to help determine how the formational piece of equipment for a CTL matched with a dozer blade at-
machine can be further refined for pro- landscapers and other small to midsize tachment? The answer is a new
duction. The company would not con- contractors looking to add greater C-Frame dozer interface that pins di-
firm a launch date. earthmoving power and precision to rectly into the chassis of the machine.
“Unlike concept vehicles that you see their operations.” This setup provides the stability and
smooth operating plane of a CTL and
ensures that operating power and
stresses are channeled through the ma-
chine’s chassis and not its loader arms.
The Case The C-Frame, which is one of the
DL450 machine more than 30 pending patents stem-
concept marries ming from Case’s Minotaur project, can
the current
be unpinned from the chassis and dis-
TV380 compact
tractor style connected like any other attachment,
frame with a allowing the machine to perform like a
radial-lift loader standard CTL.
arm design “The problem with dozer attachments
similar to the common with CTLs and skid steers—
Case legacy 465 while effective in specific operations—is
skid steer. that they channel all operating stress
through the coupler and the loader
arms, and are really only suitable for
groundline work,” said John Dotto, brand
marketing manager, Case Construction
Equipment. “This affects performance
and adds wear and stress to those com-
ponents. The operator gets true dozing
The cab and performance with this machine—no arm
controls inside float, a consistent plane and true 6-way
the machine are blade performance through the ma-
similar to what’s chine’s new controls.”
in current
Counterweight has been added to the
CTLs and skid
steers—and machine and the undercarriage features
dozers. Some steel tracks and grousers “for added bite
of the pending and pushing force,” Harris said. Other
patents involve enhancements include a fifth roller for
the changeover better traction—compared to the stan-
from CTL dard four on a CTL—and greater ground
operation to clearance, at 13 in (33 cm), to reduce the
dozer. likelihood of drag.
A rear ripper assembly increases
functionality without sacrificing access
to daily-service points.

32 April 2017 TRUCK & OFF-HIGHWAY ENGINEERING

 ORIGINAL EQUIPMENT

Proven frame, with some

tweaks
“Project Minotaur” was conceived be-
tween the Case skid steer manufactur-
ing plant in Wichita, KS, and CNH
Industrial’s research and development
center in Burr Ridge, IL.
“It’s a project that’s more or less
bridged the gap between last ConExpo
[in 2014] and here. It’s been in develop-
ment for a couple years,” Dotto told
Truck & Off-Highway Engineering. “The
task was given to the engineering group
to find a solution for that contractor
that’s using a large track loader to do a
lot of earthmoving and pushing. So it
started as a brainstorming project in the
Wichita design and engineering group.”
The DL450 combines current and lega-
cy technologies and designs to create a
new product category, Harris said. The
frame of the machine is similar to that of
a current TV380 compact tractor, the
largest and most powerful CTL in the
A rear ripper assembly increases functionality without sacrificing access to daily-service points.
Case family, but has been further in-
(Photo by Ryan Gehm)
creased in size to handle greater loads.
The frame is based on a vertical-lift
machine, but “Case engineers wanted Another inspiration for this concept this, with an anticipated drawbar pull of
to build the pushing power and the machine was the 450 Series Case doz- around 21,000 lb,” he said.
frame strength of a radial-lift machine ers, according to Dotto. “Our engineers
into the design, so the machine marries focused on building performance and Cab and controls
that TV380-style frame with a radial-lift operating characteristics similar to that The cab and controls inside the ma-
loader arm design similar to the Case platform into this machine. Early indica- chine are similar to what’s in current
legacy 465 skid steer,” Harris said. tions show that they’ve accomplished CTLs and skid steers—and dozers.

Gyro-compensated Inclination Sensor

new POSITILT® PTK29

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TRUCK & OFF-HIGHWAY ENGINEERING Free Info at http://info.hotims.com/65850-640 April 2017 33

ORIGINAL EQUIPMENT

The core feature

is a new C-Frame
Work trucks strive
dozer interface to curtail addiction
that pins directly
into the chassis of
to fuel
the machine. This Reducing fuel consumption was a focal
setup ensures that
point of several trucks unveiled in
operating power
and stresses March. Electric drivetrains and four-
are channeled cylinder engines were among the tac-
through the tics disclosed at The Work Truck Show
machine’s chassis in Indianapolis.
and not its loader Mitsubishi Fuso Truck of America, Inc.
arms. (Photo by rolled out an all-electric medium-duty
Ryan Gehm) work truck, the eCanter, which it says
will be the first plug-in electric work
truck produced by a major truck manu-
facturer. The Class 4 truck has a payload
capacity of roughly 9380 lb (4255 kg).
It offers a range of up to 100 mi (160
km), one-hour quick charging, and
standard eight-hour overnight charge.
Compared to a two-year lease, the
eCanter will carry a 15-20% premium
over a comparable diesel engine, Fuso
CEO Jecka Glasman said. She added
that it weighs about 800 lb (363 kg)
more than a similar diesel vehicle.
“There are six batteries developed by
Mercedes, they output 360 V,” said Otto
Schmid, Fuso’s Director, Product
Management. “They provide 82 kW·h of
energy to power a 129-kW asynchronous
motor. These motors have high torque—
compared to a V10 gasoline engine, they
Dozer controls are borrowed from the Case 1150-series (and provide 34 foot-pounds more torque.”
later) dozers. A 90-inch blade with the Leica Geosystems 3D Ford took a different tack on electrifi-
grade control system was shown in Las Vegas.
cation, expanding its Advanced Fuel
Qualified Vehicle Modifier program to
Similar to ISO controls, forward and re- in the dozer-style controls. The dozer include three developers that install
verse travel and steering is controlled controls that we’re using are from our electrified and hydraulic hybrid pow-
with the left hand. Boom and bucket 1150 and up series dozers, a 90-inch ertrains on Ford trucks and vans. XL
controls are manipulated with the right. blade with the Leica Geosystems 3D Hybrids, Motiv Power Systems and
Those same controls in the right hand grade control system.” Lightning Hybrids offer solutions for a
control the lift angle and tilt of the Dozer control features such as blade range of Ford vehicles popular with
6-way dozer blade. shake and pitch adjustment will be in- fleet and commercial customers, includ-
At least one of the pending patents corporated. Focus groups also will help ing F-150, F-250 to F-550 Super Duty,
involves the changeover from CTL opera- determine “what the future brings for F-650 and F-750 medium-duty trucks,
tion to dozer. “Where you’d normally see Project Minotaur with grade-control Transit and E-Series vans and chassis,
an ISO/H-pattern changeover switch in a options,” Dotto said. and F-53/F-59 stripped chassis.
CTL, you’re going to see an ISO-to-dozer “We see this [new machine] as some- One supplier noted that fleets are now
control switch on the DL450,” Dotto said. thing that will help contractors achieve upfitted to hybrids solely to save money.
“If you have standard CTL sticks in ideal utilization rates and simplify the “The days of buying hybrids just to
there, you’re not quite dozing because footprint of equipment they deploy to a be green are over,” said Clay Siegert,
you don’t have all the six-way ability,” site,” he said. chief operating officer of XL Hybrids.
he continued. “So that’s why we threw Ryan Gehm “Every acquisition now is based on a

34 April 2017 TRUCK & OFF-HIGHWAY ENGINEERING

 ORIGINAL EQUIPMENT

Fuso’s fully electric eCanter is a Class 4 truck with a range of 100 miles.

financial payback.”
A four-cylinder engine was the highlight of Isuzu Commercial
Truck of America’s 2018 FTR, a Class 6 medium-duty truck,
which the company says is the first four-cylinder in this seg-
ment. It’s powered by the Isuzu 4HK1-TC 5.2-L turbocharged
diesel. Isuzu didn’t provide mileage data, but said the turbo- TOHE Maximatecc Ad 0417.qxp_1/4 Page 3/17/17 12:12 PM Page 1
charged 4HK1-TC generates 520 lb·ft (705 N·m) of torque at
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1650 rpm and 215 hp (160 kW) at 2500 rpm.
The FTR employs an Allison 2550 RDS six-speed automatic
transmission with power take-off (PTO) capability. The front
axle has a capacity of 12,000 lb (5445 kg), while the rear ax-
le’s capacity is 19,000 lb (8620 kg).
In another change, Fuso unveiled a gasoline powertrain for
its FE Series medium-duty cabover trucks. A 297-hp (222-kW)
V8, the 6-L PSI-GMPT Vortec, powers three Fuso models, the
FE130, FE160 and FE180, spanning Class 3, 4 and 5. An Allison
1000 6-speed automatic transmission will offer a PTO capabil-
ity. Fuso also focused on safety, teaming up with Mobileye, us-
ing its advanced collision-avoidance system, which is used on a
number of passenger cars.
“We did a test, installing the systems and letting people drive
for one month without turning them on,” Glasman said. “When
the Mobileye system was turned on, emergency braking and
lane departure without warning were reduced by 50%.”
Terry Costlow

Four-cylinder engines help Isuzu’s FTR family conserve fuel.

TRUCK & OFF-HIGHWAY ENGINEERING Free Info at http://info.hotims.com/65850-642 35

PRODUCT
BRIEFS
SPOTLIGHT: ENGINE COMPONENTS
One-piece fully molded fan High-temperature conduit and fittings
The Truflo SDS39 Harnessflex
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Phillips & Temro and fittings from ABB
Industries (Eden Electrification
Prairie, MN) is a one- Products (Memphis,
piece, fully-molded TN) are designed spe-
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SDS39 is one of the world’s largest one-piece, fully-molded Harnessflex TempGuard conduit and fittings system increases
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Advancing 3D-printed NdFeB magnets Long-body LED indicators

Magnet Applications, Inc. (DuBois, Wilbrecht LEDCO, Inc.
PA), a Bunting Magnetics Co., has (St. Paul, MN), a
made a technology advancement Microprecision
in 3D-printed neodymium iron bo- Electronics SA company,
ron (NdFeB) magnets. According to offers a long-body nick-
Magnet Applications, engineers el-plated panel mount
from the company, working to- LED suitable for various
gether with researchers at Oak Ridge National Laboratory applications, including
(ORNL), have proven that permanent magnets produced by ad- industrial control panels, transportation dashboards, and air-
ditive manufacturing outperform bonded magnets using tradi- craft/military instrumentation. The housing is designed to
tional methods with less waste. The company claims it manufac- easily fit panel thicknesses of up to 9.0 mm (0.35 in) even
tured the starting composite pellets with 65 % (by volume) iso- with additional gasket. The front mounted prominent and re-
tropic NdFeB powder and 35% polyamide nylon-12 binder in a cessed bezel shaped forms come with termination options
precise ratio, blended to a consistent texture. The 3D printing leads or Faston-style quick connects. The fully-potted leads
was performed at ORNL with the Big Area Additive version with additional gasket offers front and backside IP67
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John Ormerod, Senior Technical Advisor. “They have more design can be modified to fit custom needs for special wires, connec-
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are used in applications including robotics, wind turbines, electric and intensities, including daylight readable red, yellow, green,
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36 April 2017 TRUCK & OFF-HIGHWAY ENGINEERING

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Vibration and acceleration simulation 3D printer

Mentor Graphics Corp.’s (Wilsonville, Methods 3D Inc. (Sudbury, MA) introduces the
OR) Xpedition vibration and accelera- 3D Systems’ ProX SLS 500 Selective Laser
tion simulation product for printed cir- Sintering production 3D printer featuring fast
cuit board (PCB) systems reliability and speeds, high print resolution and a range of
failure prediction addresses the chal- engineered composite materials. According to
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Design for Reliability (DfR) augments mechanical analysis and high precision, durability and quality, all in a
physical testing by introducing virtual accelerated lifecycle testing compact production-grade system. Created for the manufactur-
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it is the industry’s first PCB-design-specific vibration and accel- tionally smooth surfaces and high-resolution thermoplastic parts,
eration simulation solution targeting products where harsh envi- claims Methods 3D. Ready-to-use functional parts and complete
ronments can compromise product performance and reliability, assemblies are suitable for automotive applications, among oth-
including automotive, military, aerospace and industrial markets. ers. The ProX SLS 500 was developed in tandem with the
Bridging mechanical and electronic design disciplines, Mentor DuraForm ProX materials line to produce smoother wall surfaces,
Graphics claims Xpedition DfR provides vibration simulation sig- high print resolution and edge definition, generating injection
nificantly faster than any existing method, which results in in- molding-like part quality. The ProX SLS 500 uses three DuraForm
creased test coverage and shortened design cycles. Visit www. ProX materials—the DuraForm ProX PA, DuraForm ProX GF, and
youtube.com/watch?v=Yna1jLnn4qw for a demonstration of DfR. DuraForm ProX HST Composite.
For more information, visit http://info.hotims.com/65850-453 For more information, visit http://info.hotims.com/65850-457

Oil- and abrasion-resistant cable Linear potentiometers

ÖLFLEX 409 P PUR control cable from H.G. Schaevitz LLC Alliance Sensors
Lapp Group USA (Florham Park, NJ) is Group (Moorestown, NJ) expanded
an oil- and abrasion-resistant cable for its sensor product offering by adding
industrial machine tools and appliances. resistive technology to its portfolio
According to the company, a special in- of linear position products. Environmentally sealed to IEC IP-
terstice filling functional layer on a PVC base enables more 64, the LP-22 series of linear potentiometers offers a cost-ef-
efficient and reliable stripping and ensures improved stripping fective solution to sensing requirements in the factory automa-
characteristics, reduction of damage to core insulation, less tion market. The company claims LP-22 series potentiometers
subsequent manual processing and reduced material waste— are constructed to satisfy applications like robotic control, X-Y
compared to common PUR jacketed cables. Due to a robust table feedback, injection-molding machine slides, press or die
polyurethane outer sheath, the cable delivers increased dura- arm position, control valve shaft position and mil/aero test
bility under harsh conditions. ÖLFLEX 409 P is also resistant stands. Features include full ranges from 25 to 300 mm (1 to 12
to contact with many mineral oil-based lubricants, diluted in), self-aligning swivel-rod eyes on both ends, and -40 to
acids, aqueous alkaline solutions and other chemical media. +150°C (-40 to +302°F) operating temperature.
For more information, visit http://info.hotims.com/65850-458 For more information, visit http://info.hotims.com/65850-459

Compact pressure transducers Power transfer coupling

OMEGA Engineering (Norwalk, CT) offers a The TSC8300 is a new power transfer
new series of low-cost, compact pressure coupling from startup-company Twin
transducers with an all stainless-steel body Spring Coupling (Pearl River, NY) that is
and rugged construction. The new PX119 Series warrantied to 300 lb·ft (407 N·m) of
is designed to provide reliable pressure mea- torque. Increased flexibility with the same torque curves al-
surement for material handling, industrial and lows the designer/engineer to achieve increased reliability
mobile equipment applications where cost and space constraints with little to no modification, according to CEO Darren Finch.
requiring a small body are important. A high reliability piezoresis- The constant maintenance of the internals of a universal joint
tive ceramic sensor with a custom ASIC signal conditioner provide is not a factor with the company’s coupling since there are no
what the company claims is an excellent thermally-compensated internal components—i.e., no needle bearings to maintain or
output. With pressure ranges from 15 to 5000 psig and psia rang- bearings to wear out. Suitable for use in automotive, mining,
es (1 to 345 bar), a standard 4 to 20 mA and CE certification, the agriculture and industrial industries, TSC8300 applications
PX119 is suited to meet the most demanding applications. include axle, PTO, driveshaft, steering and conveyor belts.
For more information, visit http://info.hotims.com/65850-454 For more information, visit http://info.hotims.com/65850-455

38 April 2017 TRUCK & OFF-HIGHWAY ENGINEERING

COMPANIES MENTIONED
Company Page
3D Systems ............................................................................................38 FCI ..........................................................................................................36 Mobileye ..........................................................................................23, 35
ABB Electrification Products ..............................................................36 FEV .................................................................................................... 12, 13 Motiv Power Systems ..........................................................................34
Aitech Defense Systems........................................................................6 Ford ................................................................................................... 11, 34 National Highway Traffic Safety Administration........................10, 14
Alliance Sensors Group .......................................................................38 General Motors .......................................................................................11 National Institute of Standards and Technology ..............................11
Alligator Designs ....................................................................................6 H.G. Schaevitz .......................................................................................38 NAVAIR ....................................................................................................6
Allison .................................................................................................... 35 Honda.......................................................................................................11 Navistar..............................................................................................9, 23
Altair....................................................................................................... 27 Hyundai....................................................................................................11 NTEA.......................................................................................................40
Amminex .................................................................................................4 IHS Markit ................................................................................................6 Nvidia .......................................................................................................6
AMP ........................................................................................................36 IMPCO....................................................................................................... 8 Oak Ridge National Laboratory .........................................................36
AVL .........................................................................................................28 International.......................................................................................... 23 OMEGA Engineering ............................................................................38
Bendix Commercial Vehicle Systems ................................................22 International Truck .................................................................................9 Parker Hannifin ......................................................................................12
Berg Insight ............................................................................................12 Isuzu .................................................................................................. 11, 35 Peloton................................................................................................... 23
BMW .........................................................................................................11 Isuzu Motors America ........................................................................2, 8 Phillips & Temro Industries .................................................................36
BorgWarner.............................................................................................9 Jacobs Vehicle Systems........................................................................10 Preco Electronics ..................................................................................22
Bosch ................................................................................................10, 36 JCB ..................................................................................................... 2, 40 PTC ..........................................................................................................24
Bunting Magnetics ...............................................................................36 JCB Power Systems..............................................................................40 Ricardo .............................................................................................. 12, 13
California Air Resources Board ................................................5, 10, 29 Kistler ......................................................................................................17 SAE International ..................................................... 5, 10, 12, 16, 22, 28
Camstar..................................................................................................25 Komatsu America................................................................................... 2 Siemens PLM Software........................................................................25
Case ........................................................................................................ 32 Lapp Group USA ...................................................................................38 Telogis .....................................................................................................13
Caterpillar ...........................................................................................2, 12 LCR Embedded Systems .......................................................................6 Tesla........................................................................................................ 23
CD-adapco.............................................................................................25 Leica Geosystems.................................................................................34 The University of Alabama ................................................................... 7
CNH Industrial....................................................................................... 33 LHP Telematics ......................................................................................12 Toyota.......................................................................................................11
Convergent Science .............................................................................26 Liebherr.................................................................................................. 27 TTControl ................................................................................................13
Cummins............................................................................................ 11, 12 Lightning Hybrids.................................................................................34 Twin Spring Coupling ..........................................................................38
Daimler .................................................................................................. 23 LMS .........................................................................................................25 UPS .........................................................................................................40
Deere .......................................................................................................12 Magnet Applications............................................................................36 U.S. Environmental Protection Agency .........................10, 24, 29, 40
Denso ......................................................................................................16 MAN ..........................................................................................................9 VITA ..........................................................................................................6
Denso Automotive Deutschland.........................................................19 MathWorks .............................................................................................. 7 Volkswagen ........................................................................................ 9, 11
Deutsch ..................................................................................................36 MEMA .......................................................................................................11 Volvo Construction Equipment ........................................................ 2, 7
DG Technologies.....................................................................................11 Mentor Graphics ...................................................................................38 Volvo Trucks .....................................................................................11, 40
dSPACE ...................................................................................................14 Mercedes................................................................................................34 WABCO .................................................................................................. 23
Elma Electronic .......................................................................................6 Methods 3D ...........................................................................................38 Wilbrecht LEDCO ..................................................................................36
ETI ............................................................................................................11 Microprecision Electronics ..................................................................36 XL Hybrids .............................................................................................34
Exa ..........................................................................................................24 MIT Lincoln Laboratory..........................................................................6 ZF .......................................................................................................... 23
Faurecia....................................................................................................4 Mitsubishi Fuso .....................................................................................34
S. Himmelstein Final Auto Eng ad_S. Himmelstein Small Space ad SAE 1/5

AD INDEX How accurate is your

torque measurement ?
Advertiser Page Web Link Unlike competitors whose specifications are
only proven in the lab under controlled condi-
ASM Sensors, Inc. .............................................. 33..............................www.asmsensors.com tions, our products deliver accuracy in the field.
Our MCRT® Bearingless Digital Torquemeters
Aurora Bearing Co. ............................................30......................... www.aurorabearing.com offer the highest overrange and overload of any
similar products on the market. They’re simple to
AVL List GmbH.....................................................11.....................................www.avl.com/icpc install and tolerant of rotor-to-stator misalignments.
Ask us to prove our performance difference.
CD-adapco.......................................................... 27.....................................siemens.com/mdx Model: MCRT® 84004V
S. Himmelstein and Company calibration
laboratory is ISO 17025 accredited by NVLAP
Concentric Rockford Inc. .........................Cover 2..................www.concentricAB.com/cool (Lab Code 200487-0)

Create The Future Design Contest......... Cover 3..........www.createthefuturecontest.com S. HIMMELSTEIN AND COMPANY
dSPACE, Inc. ..............................................Cover 4.................................www.dspaceinc.com www.himmelstein.com 800-632-7873
Eberspaecher ......................................................14.................... www.eberspaecher-na.com Free Info at http://info.hotims.com/65850-644
Maximatecc ........................................................ 35.............................www.maximatecc.com
Perkins Engine Company Ltd. ....................20-21.................... www.perkins.com/products
QA1 Precision Products .................................... 35.....................................QA1.net/Industrial YOUR CONNECTION
S. Himmelstein And Company ........................39.............................www.himmelstein.com TO THE MOBILITY
SAE Comvec 17....................................................31......................................... sae.org/comvec ENGINEERING
SAE Mobility .......................................................39....................................connection.sae.org COMMUNITY
SAE Mobilus ....................................................... 37.....................................SAEMOBILUS.ORG
Sciemetric Instruments Inc. ............................... 9...................www.sciemetric.com/results
The Member Connection
T/CCI Manufacturing ..........................................15............................................... Tccimfg.com is available exclusively
to SAE members only at
The Lee Company..............................................30.......................................www.leeimh.com connection.sae.org.
TTI, Inc. .................................................................. 3....................................................ttiinc.com
Free Info at http://info.hotims.com/65850-645

TRUCK & OFF-HIGHWAY ENGINEERING April 2017 39

 WHAT’S
ONLINE
WHAT’S NEW WHAT’S NEW
JCB’s new 3L DieselMax: Tier 4 without SCR Alt fuels make inroads
Off-highway powertrain and driveline
specialist JCB said at Conexpo 2017 the
at JCB Power Systems, said
DieselMax’s key design feature is that
despite obstacles
company is starting production of its it produces the industry-standard 74- Commercial vehicles are beginning to
new entry-level engine, the 3.0-L hp (55-kW) rating while complying adopt alternative energy sources, but
DieselMax, with its first applications in with U.S. EPA Tier 4 emissions stan- the transition remains slow. Batteries
OEM machines coming in the U.S. mar- dards without selective catalytic re- and an array of renewable fuels are see-
ket later in 2017. duction (SCR) exhaust aftertreatment, ing more usage, but costs and infra-
Alan Tolley, group director—engines a boon for reducing operating cost structure remain hindrances for these
and maintenance complexity. fragmented technologies.
The Dieselmax 4-cylinder is 25% Alternative-fuel consumption was
smaller, physically, than JCB’s 4.4-L about 3% of the market in 2015, accord-
EcoMax diesel, until now the company’s ing to NTEA - The Association for the
smallest-displacement Tier 4-compliant Work Truck Industry. Speakers at NTEA’s
engine. The new 3L also is roughly 30% Green Truck Summit in Indianapolis in
lighter than the 4.4-L engine—and as March highlighted a number of advances
much as 8% more fuel-efficient, Tolley that are occurring as global regulations
told Truck & Off-Highway Engineering tighten emissions levels.
during an interview an Conexpo (addi-
(Image: JCB)

tional coverage from the event is online

at offhighway.sae.org/).
Read more at articles.sae.org/15295/.

WHAT’S NEW
Volvo Trucks tests hybrid powertrain for long-
haul transport in Concept Truck
With improvements in aerodynamics, total reduction in fuel consumption and
rolling resistance and reduced weight, CO2 is reported to be around 30%.
Volvo Trucks has developed and en- “We strive to be at the forefront of
hanced the Volvo Concept Truck. First electromobility and to constantly push
unveiled in 2016, the new version of the the limits when it comes to reducing
truck features a hybrid powertrain that fuel consumption and emissions,” said
the company claims is one of the first of Volvo Trucks’ CEO Claes Nilsson, in a
its kind for heavy-duty trucks in long- release statement.”
haul applications. In combination with Read more at articles.sae.
the vehicle’s other improvements, the org/15330/.
Carlton Rose, President of Global
Fleet Maintenance & Engineering at
UPS, highlighted the company’s ex-
panding fleet of alternative vehicles,
noting that vehicles using these fuels
traveled over 1 billion miles since 2000.
In Eugene, OR, the Water & Electric
Board is using renewable diesel to slash
carbon output by 38%. Gary Lentsch,
fleet supervisor, said renewable diesel
can be used without changing engines
or storage systems, bringing significant
reductions in carbon.
Read more at articles.sae.org/15323/.

40 April 2017 TRUCK & OFF-HIGHWAY ENGINEERING

 Connect on social media:
#CTF2017

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Transportation

CAN YOU
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fuel and more than 6.2% of all emissions
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The Hyliion system uses regenerative
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is slowing down or going downhill, and
reuses that power to help the truck-trailer

THEY DID. up hills. Globally, 24 million trailers are

using this system.
Reducing fuel use in business-purpose
trucking by 30% with the Hyliion system
will result in a 10% decrease in emissions
from transportation, a 2% reduction in total
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Innovative Driver Assistance Systems –

On the Road to Autonomous Driving
The idea of self-driving vehicles offers great potential for innovation,
but the development effort has to stay manageable, despite increasing
complexity. And it can — with a well-coordinated tool chain for the
development of multisensor applications. Be it function development,
virtual validation or hardware-in-the-loop simulation, you can benefit
from perfectly matched tools that interact smoothly throughout all the
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Free Info at http://info.hotims.com/65850-646
2017
HEAVY-DUTY
DIESEL ENGINES
North American
Availability & Specifications
MAHLE PRODUCT PORTFOLIO
NORTH AMERICA LOCATIONS

BUSINESS
ENGINE SYSTEMS
USA
Atlantic, Iowa
Farmington Hills, M
Fletcher, North Car
McConnelsville, Oh
Morristown, Tenne
Muskegon, Michig
Russelville, Arkans
St. John, Michigan

MEXICO
Aguascalientes, M
Lerma, Mexico
Naucalpan, Mexico
Ramos Arizpe, Mex

FILTRATION AND
USA
Murfreesboro, Tenn
Troy, Michigan
Winterset, Iowa

CANADA
Tilbury, Ontario

MEXICO
Celaya, Mexico
Santa Catarina, Me

SERVICES
USA
Farmington Hills, M
Morristown, Tenne

Production Facilities and Offices

Research & Development Centers/Headquarters
S UNITS PROFIT CENTERS
S AND COMPONENTS THERMAL MANAGEMENT MECHATRONICS
USA USA
Charleston, South Carolina Rockford, Illinois
Michigan Dayton, Ohio
rolina Fort Worth, Texas INDUSTRIAL THERMAL SYSTEMS
hio Lockport, New York USA
essee Troy, Michigan Belmont, Michigan
gan Vandalia, Ohio
sas COMPRESSORS
n MEXICO USA
Juarez, Mexico Amherst, New York
Queretaro, Mexico
Mexico Ramos Arizpe, Mexico MEXICO
Silao, Mexico Juarez, Mexico
o
xico

ENGINE PERIPHERALS AFTERMARKET

USA
Farmington Hills, Michigan
nessee
Olive Branch, Mississippi
York, Pennsylvania

CANADA
Burlington, Ontario

MEXICO
Lerma, Mexico
exico

Michigan
essee
2017
2017
HEAVY-DUTY
HEAVY-DUTY
HEAVY-DUTY
Brand (Maker)

AM General
Engine Family Engine Model Displacement (L) Production Location 2016 Production
Volume 1

DIESEL
DIESEL
DIESELENGINES
ENGINES
ENGINES
Disp.
General
lsdfjlkj
lsdfjlkj
Disp.Optimizer...
Engine Products
ldf Products
General Engine as
lsdfjlkj ldf as
ldf as Optimizer
....
3200
6500
....Disp.
dl jl;sdj
3.2
dl jl;sdj
6.5
dl jl;sdj
Disp.
Franklin, OH ...
s;ldkj
Franklin, OHs;ldkj
s;ldkj
.... ....Disp.
25
2,200
D
lsdfjlkj ldf as dl jl;sdj
Caterpillar s;ldkj
North
North
American
North American
American
Cat
Cat
C
C
C2.2 (electronic)
C2.2
2.2
2.2
Peterborough, UK; Griffin, GA
Peterborough, UK; Griffin, GA
1,500
4,500 * Availa

Availability
Availability
&&
AvailabilitySpecifications
&Specifications
Specifications
Cat
Cat
C
C
C3.4B
C4.4 ACERT
3.4
4.4
Turin, Italy
Peterborough, UK
1,100
300

37-1120
37-1120
kWkW
37-1120 (50-1500
kW (50-1500
hp)hp)
(50-1500 hp)
Cat C C4.4 (LRC) 4.4 Peterborough, UK; Wuxi, China;
Curitiba, Brazil
1,900 * Availa

Cat C C7.1 ACERT 7.0 Peterborough, UK 1,200

Cat C C7.1 ACERT 7.0 Peterborough, UK 2,500
MAHLE
MAHLE
MAHLE
Cat C C7.1 (LRC) 7.0 Peterborough, UK; Wuxi, China;
Curitiba, Brazil
300 * Availa

PRODUCT
PRODUCTPORTFOLIO
PRODUCTPORTFOLIO
PORTFOLIO
Cat
Cat
C
C
C9.3 ACERT
C9.3 ACERT
9.3
9.3
Seguin, TX
Seguin, TX
1,000
4,000
Cat C C9 ACERT 8.8 Seguin, TX 2,000 * Availa
Cat C C11 ACERT 11.1 Seguin, TX 1,000 * Availa
Cat C C13 ACERT 12.5 Seguin, TX 300
Cat C C13 ACERT 12.5 Seguin, TX 1,500
Cat C C13 ACERT 12.5 Seguin, TX 4,500 * Availa
Cat C C15 ACERT 15.2 Seguin, TX 1,100
Cat C C15 ACERT 15.2 Seguin, TX 4,100 * Availa
Cat C C18 ACERT 18.1 Seguin, TX 300
Cat C C18 ACERT 18.1 Seguin, TX 1,000
Cat C C18 ACERT 18.1 Seguin, TX 3,000 * Availa
Cat C C27 ACERT 27.0 Griffin, GA 100
Cat C C27 ACERT 27.0 Griffin, GA 1,100 * Availa
Cat C C32 ACERT 32.1 Griffin, GA 300
Cat C C32 ACERT 32.1 Griffin, GA 1,150
Cat 3400 3406C 14.6 Hosur, India 50 * Availa
Cat 3500 3508B 34.5 Lafayette, IN 75 * Availa
Cat 3500 3512 51.8 Lafayette, IN 100 * Availa
Cat 3500 3512B 51.8 Lafayette, IN 800 * Availa
Cat 3500 3512C 51.8 Lafayette, IN 50 * Availa
Cat 3500 3516 69.0 Lafayette, IN 150 * Availa
Cat 3500 3516B 69.0 Lafayette, IN 650 * Availa
Perkins 400 404F-E22T 2.2 Griffin, GA 700
Perkins 400 404F-E22TA 2.2 Griffin, GA 500
Perkins 400 404D-22 2.2 Peterborough, UK; Griffin, GA; 100
Wuxi, China
Perkins 400 404D-22T 2.2 Peterborough, UK; Griffin, GA; 100
Wuxi, China
Perkins 400 404D-22TA 2.2 Peterborough, UK; Griffin, GA; 220
Wuxi, China
Perkins 850 854F-E34T 3.4 Turin, Italy 3,800
Perkins 850 854F-E34TA 3.4 Turin, Italy 1,200
Perkins 850 854E-E34TA 3.4 Turin, Italy 1,200
Perkins 1200 1204F-E44TA 4.4 Peterborough, UK 11,500
Perkins 1200 1204F-E44TTA 4.4 Peterborough, UK 24,000
Perkins 1200 1204E-E44TA 4.4 Peterborough, UK 11,500
Perkins 1200 1204E-E44TTA 4.4 Peterborough, UK 14,500
Perkins 1100 1104D-E44T 4.4 Wuxi, China 1,700 * Availa
Perkins 1100 1104D-E44TA 4.4 Peterborough, UK; Wuxi, China 250 * Availa
Perkins 1100 1104C-44 4.4 Peterborough, UK; Curitiba, Brazil 500 * Availa
Perkins 1100 1104C-44T 4.4 Peterborough, UK; Curitiba, Brazil 500 * Availa
Perkins 1100 1104C-44TA 4.4 Peterborough, UK; Wuxi, China; 500 * Availa
Curitiba, Brazil
Perkins 1100 1104D-44T 4.4 Peterborough, UK; Wuxi, China; 880 * Availa
Curitiba, Brazil
Perkins 1100 1104D-44TA 4.4 Peterborough, UK; Wuxi, China; 2,800 * Availa
Curitiba, Brazil
Perkins 1200 1206F-E70TA 7.0 Peterborough, UK 5,000
Perkins 1200 1206F-E70TTA 7.0 Peterborough, UK 1,000
Perkins 1200 1206E-E70TTA 7.0 Peterborough, UK 3,000
Perkins 1100 1106D-E70TA 7.0 Peterborough, UK; Wuxi, China; 400 * Availa
Curitiba, Brazil
Perkins 1100 1106C-70TA 7.0 Peterborough, UK; Wuxi, China 400 * Availa
Perkins 1100 1106D-70TA 7.0 Wuxi, China 100 * Availa
Cummins
Cummins F QSF2.8 2.8 Beijing, China 650
Cummins F QSF3.8 3.8 Beijing, China 5,500
Cummins B QSB4.5 4.5 Rocky Mount, NC 1,600
Cummins V V5.0 5.0 Columbus, IN 12,000
Cummins B QSB6.7 6.7 Rocky Mount, NC 25,000
 U.S./EU Emissions Level Layout Cylinder Power, kW (hp) @ rpm Torque, N•m (lb•ft) @ rpm Bore x Stroke, mm (in) Compression Application MAHLE
Head, VPC Ratio Components

sp.x sp.
3.7)Disp
Disp
Disp.
16:1Disp. ... ...
Disp. ... .... NA ....Disp.
6, inline Disp.
DI ... .... ....Disp. Disp. 678 (500)
224 (300) @ 4300 ... @ 2200 .... ....Disp.
85 x 94 (3.35 Disp Disp. GS, MI ...
NA V8 IDI, 2 119-187 (160-250) @ 3000-3400sp. Disp Disp.
393-746 ...
(290-550) @ 1700-2000 103 x 97 (4.06 x 3.82) 20.2:1 GS, M, MI, TB

Tier 4 Final / Stage IIIB 4, inline DI 36.4-50 (48.8-67.1) @ 2800 165-208 (121.6-153.4) @ 1800 84 x 100 (3.3 x 3.9) 18.0:1 AG, IS, OH ✓
able in other regulated or non-regulated areas 4, inline IDI 31.4-36.4 (42.1-48.8) @ 2400-3000 142.7-208.4 (105.3-153.7) @ 1800 84 x 100 (3.3 x 3.9) 23.3:1 AG, IS, OH ✓
> 56 kW = * Tier 4 4, inline DI 63-86 (84.5-115.3) @ 2200-2500 354-450 (261.1-331.9) @ 1400-1600 99 x 110 (3.9 x 4.3) 17.0:1 AG, IS, OH ✓
* Tier 4 4, inline DI 61.5-129.4 (82.5-173.5) @ 2200 347-750 (256-553.2) @ 1400 105 x 127 (4.1 x 5.0) 16.5:1 AG, IS, OH ✓
able in other regulated or non-regulated areas 4, inline DI 56-83 (75-111) @ 2200-2300 265-418 (195-308) @ 1400 105 x 127 (4.1 x 5.0) 18.2:1 AG, IS, OH ✓

Tier 4 Final / Stage IV 6, inline DI 116-225 (156-301.7) @ 2200 755-1274 (557-940) @ 1400 105 x 135 (4.1 x 5.3) 16.5:1 AG, IS, OH ✓
* Tier 4 6, inline DI 140-225 (187.7-301.7) @ 2200 890-1257 (656.4-927.1) @ 1400 105 x 135 (4.1 x 5.3) 16.5:1 AG, IS, OH ✓
able in other regulated or non-regulated areas 6, inline DI 112-162 (150-220) @ 2000-2200 672-900 (495-664) @ 1100-1400 105 x 135 (4.1 x 5.3) 18.2:1 AG, IS, OH ✓

Tier 4 Final / Stage IV 6, inline DI 224-298 (300-400) @ 1800-2200 1371-1726 (1011-1273) @ 1400 115 x 149 (4.53 x 5.87) 17.0:1 AG, IS, OH ✓
* Tier 4 6, inline DI 224-261 (300-350) @ 1800-2200 1369-1596 (1010-1177) @ 1400 115 x 149 (4.53 x 5.87) 17.0:1 AG, IS, OH ✓
able in other regulated or non-regulated areas 6, inline DI 205-280 (275-375) @ 1800-2200 1225-1668 (904-1230) @ 1400 112 x 149 (4.41 x 5.87) 16.1:1 AG, IS, OH ✓
able in other regulated or non-regulated areas 6, inline DI 242-336 (325-450) @ 1800-2100 1487-2056 (1097-1516) @ 1400 130 x 140 (5.12 x 5.51) 17.2:1 AG, IS, OH ✓
Tier 4 Final / Stage IV 6, inline DI 287-388 (385-520) @ 1800-2100 1760-2381 (1298-1756) @ 1400 130 x 157 (5.12 x 6.2) 17.0:1 AG, IS, OH ✓
* Tier 4 6, inline DI 287-388 (385-520) @ 1800-2100 1760-2381 (1298-1756) @ 1400 130 x 157 (5.12 x 6.2) 17.0:1 AG, IS, OH ✓
able in other regulated or non-regulated areas 6, inline DI 287-388 (385-520) @ 1800-2100 1760-2215 (1298-1634) @ 1400 130 x 157 (5.12 x 6.2) 17.3:1 AG, IS, OH ✓
Tier 4 Final / Stage IV / * Tier 4 6, inline DI 354-433 (475-580) @ 1800-2100 2176-2655 (1605-1959) @ 1400 137 x 171 (5.4 x 6.73) 17.0:1 AG, IS, OH ✓
able in other regulated or non-regulated areas 6, inline DI 328-444 (440-595) @ 1800-2100 2012-2717 (1484-2004) @ 1400 137.2 x 171.4 (5.4 x 6.75) 18.0:1 AG, IS, OH ✓
Tier 4 Final / Stage IV 6, inline DI 429-597 (575-800) @ 1800-2000 2696-3710 (1988-2736) @ 1300 145 x 183 (5.71 x 7.2) 16.0:1 AG, IS, OH ✓
* Tier 4 6, inline DI 447-563 (600-755) @ 1800-1900 2749-3501 (2072-2582.2) @ 1400 145 x 183 (5.71 x 7.2) 16.0:1 AG, IS, OH ✓
able in other regulated or non-regulated areas 6, inline DI 429-597 (575-800) @ 1800-2100 2628-3655 (1938-2696) @ 1400 145 x 183 (5.71 x 7.2) 16.3:1 AG, IS, OH ✓
Tier 4 Final V12 DI 597-783 (800-1050) @ 1800 3635-4674 (2681-3447) @ 1200 137.2 x 152.4 (5.4 x 6.0) 16.0:1 AG, IS, OH ✓
able in other regulated or non-regulated areas V12 DI 597-858 (800-1150) @ 1800-2100 3657-5255 (2698-3876) @ 1400 137.2 x 152.4 (5.4 x 6.0) 16.5:1 AG, IS, OH ✓
Tier 4 Final V12 DI 746-895 (1000-1200) @ 1800 5184-5861 (3824-4323) @ 1200 145 x 162 (5.71 x 6.38) 15.0:1 AG, IS, OH ✓
* Tier 4 V12 DI 839-895 (1125-1200) @ 1800 5054-5429 (3728-4005) @ 1400 145 x 162 (5.71 x 6.38) 15.0:1 AG, IS, OH ✓
able in other regulated or non-regulated areas 6, inline DI 298-347 (400-465) @ 1800-2100 1427-1841 (1053-1358) @ 1800 137.2 x 165.1 (5.4 x 6.5) 14.5:1 AG, IS, OH ✓
able in other regulated or non-regulated areas V8 DI 746-820 (1000-1100) @ 1800 Up to 4337 (3199) @ 1400 170 x 190 (6.7 x 7.5) 14.0:1 AG, IS, OH ✓
able in other regulated or non-regulated areas V12 DI 761-1119 (1020-1500) @ 1200-1800 Up to 6210 (4580) @ 1400 170 x 190 (6.7 x 7.5) 13.0:1 AG, IS, OH ✓
able in other regulated or non-regulated areas V12 DI 1119-1231 (1500-1650) @ 1800 Up to 7153 (5276) @ 1400 170 x 190 (6.7 x 7.5) 14.0:1 AG, IS, OH ✓
able in other regulated or non-regulated areas V12 DI 1120 (1500) @ 1800 Up to 7321 (5400) @ 1400 170 x 190 (6.7 x 7.5) 14.7:1 AG, IS, OH ✓
able in other regulated or non-regulated areas V16 DI 1011-1492 (1355-2000) @ 1200-1800 Up to 6763 (4988) @ 1400 170 x 190 (6.7 x 7.5) 13.0:1 AG, IS, OH ✓
able in other regulated or non-regulated areas V16 DI 1492-1640 (2000-2200) @ 1800 Up to 9536 (7034) @ 1400 170 x 190 (6.7 x 7.5) 14.0:1 AG, IS, OH ✓
Tier 4 Final / Stage IIIB 4, inline DI 36 (49) @ 2800 165 (122) @ 1800 84 x 100 (3.3 x 3.9) 18.0:1 AG, IS, OH ✓
Tier 4 Final / Stage IIIB 4, inline DI 50 (67) @ 2800 208 (153) @ 1800 84 x 100 (3.3 x 3.9) 18.0:1 AG, IS, OH ✓
* Tier 4 4, inline IDI 31-38 (42-51) @ 2200-3000 143 (105) @ 1800 84 x 100 (3.3 x 3.9) 23.3:1 AG, GS, IS, OH ✓

* Tier 4 4, inline IDI 36-46 (48-61) @ 2600-3000 154-189 (114-139) @ 1800 84 x 100 (3.3 x 3.9) 23.3:1 AG, GS, IS, OH ✓

* Tier 4 4, inline IDI 49 (66) @ 2800 208 (154) @ 1800 84 x 100 (3.3 x 3.9) 23.3:1 AG, GS, IS, OH ✓

Tier 4 Final / Stage IIIB 4, inline DI 45-55.4 (60.3-74.3) @ 2200-2500 243-318 (179.2-234.5) @ 1400-1600 99 x 110 (3.9 x 4.3) 17.0:1 AG, GS, IS, OH ✓
Tier 4 Final / Stage IV 4, inline DI 63-90 (84-121) @ 2200-2500 354-490 (261-361) @ 1400 99 x 110 (3.9 x 4.3) 17.0:1 AG, GS, IS, OH ✓
* Tier 4 4, inline DI 55-86 (74-115) @ 2200-2500 344-450 (254-332) @ 1200-1600 99 x 110 (3.9 x 4.3) 17.0:1 AG, GS, IS, OH ✓
Tier 4 Final / Stage IV 4, inline DI 70-110 (94-148) @ 2200 450-560 (332-413) @ 1400 105 x 127 (4.1 x 5.0) 16.5:1 AG. IS, OH ✓
Tier 4 Final / Stage IV 4, inline DI 105-129 (141-174) @ 2200 630-750 (465-553) @ 1400 105 x 127 (4.1 x 5.0) 16.5:1 AG. IS, OH ✓
* Tier 4 4, inline DI 62-110 (83-148) @ 2200 347-560 (256-413) @ 1400 105 x 127 (4.1 x 5.0) 16.5:1 AG, IS, OH ✓
* Tier 4 4, inline DI 105-129 (141-174) @ 2200 650-750 (479-553) @ 1400 105 x 127 (4.1 x 5.0) 16.5:1 AG. IS, OH ✓
able in other regulated or non-regulated areas 4, inline DI 75 (100) @ 2200 420 (310) @ 1400 105 x 127 (4.1 x 5.0) 16.2:1 AG, GS, IS, OH ✓
able in other regulated or non-regulated areas 4, inline DI 75-106 (100-142) @ 2200 441-558 (325-412) @ 1400 105 x 127 (4.1 x 5.0) 16.2:1 AG, GS, IS, OH ✓
able in other regulated or non-regulated areas 4, inline DI 64 (86) @ 2400 302 (226) @ 1400 105 x 127 (4.1 x 5.0) 19.3:1 AG, GS, IS, OH ✓
able in other regulated or non-regulated areas 4, inline DI 75 (100) @ 2300 415 (306) @ 1350 105 x 127 (4.1 x 5.0) 18.2:1 AG, GS, IS, OH ✓
able in other regulated or non-regulated areas 4, inline DI 97 (130) @ 2200 500 (369) @ 1400 105 x 127 (4.1 x 5.0) 18.2:1 AG, GS, IS, OH ✓

able in other regulated or non-regulated areas 4, inline DI 75 (100) @ 2200 392 (289) @ 1400 105 x 127 (4.1 x 5.0) 18.2:1 AG, GS, IS, OH ✓

able in other regulated or non-regulated areas 4, inline DI 83 (111) @ 2200 418 (308) @ 1400 105 x 127 (4.1 x 5.0) 18.2:1 AG, GS, IS, OH ✓

Tier 4 Final / Stage IV 6, inline DI 116-151 (156-202) @ 2200 755-870 (557-642) @ 1400 105 x 135 (4.1 x 5.3) 16.5:1 AG, IS, OH ✓
Tier 4 Final / Stage IV 6, inline DI 151-225 (202-302) @ 2200 983-1274 (725-940 @ 1400 105 x 135 (4.1 x 5.3) 16.5:1 AG, IS, OH ✓
* Tier 4 6, inline DI 140-225 (188-302) @ 2200 890-1257 (656-927) @ 1400 105 x 135 (4.1 x 5.3) 16.5:1 AG, IS, OH ✓
able in other regulated or non-regulated areas 6, inline DI 116-205 (156-275) @ 2200-2500 706-1050 (520-774) @ 1400 105 x 135 (4.1 x 5.3) 16.8:1 AG, IS, OH ✓

able in other regulated or non-regulated areas 6, inline DI 112-162 (150-217) @ 1200-1400 687-900 (507-664) @ 1200-1400 105 x 135 (4.1 x 5.3) 18.2:1 AG, IS, OH ✓
able in other regulated or non-regulated areas 6, inline DI 112-129 (150-172) @ 2000-2200 672-750 (495-552) @ 1100-1300 105 x 135 (4.1 x 5.3) 18.5:1 AG, IS, OH ✓

Tier 4 Final 4, inline DI, 4 37-55 (49-74) @ 2200-2500 190-300 (140-221) @ 1600 94 x 100 (3.7 x 3.94) NA AG, GS, IS, OH ✓
Tier 4 Final 4, inline DI, 4 55-99 (74-132) @ 2000-2500 400-488 (295-360) @ 1300-1600 102 x 115 (4.02 x 4.53) NA AG, GS, IS, OH ✓
Tier 4 Final 4, inline DI, 4 90-130 (121-173) @ 1700-2500 470-705 (347-520) @ 1500 107 x 124 (4.21 x 4.88) NA AG, GS, IS, OH ✓
EPA 2017 V8 DI, 4 149-205 (200-275) @ 3200 705-759 (520-560) @ 1600 94 x 90 (3.7 x 3.54) NA TB ✓
Tier 4 Final 6, inline DI, 4 109-231 (146-310) @ 1500-2500 672-1044 (496-770) @ 1500 107 x 124 (4.21 x 4.88) NA AG, GS, IS, OH, M ✓
 Cummins F QSF3.8 3.8 Beijing, China 5,500

HEAVY-DUTY
HEAVY-DUTY
HEAVY-DUTY
Brand
Cummins
Cummins
(Maker)

AM General
Engine
B
V
Family Engine
QSB4.5Model
V5.0
Displacement
4.5 (L)
5.0
Production
Rocky Mount,
Columbus, IN
Location
NC 2016 Production
1,600
Volume 1
12,000
Cummins B QSB6.7 6.7 Rocky Mount, NC 25,000

DIESEL
DIESEL
DIESELENGINES
ENGINES
ENGINES
General Engine Products Optimizer
Cummins
lsdfjlkj
lsdfjlkj ldf Products
General Engine as B
ldf as Optimizer
lsdfjlkj ldf asL
Cummins
3200
B6.7
6500
QSL9
dl jl;sdj
dl jl;sdj
3.2
6.7
6.5
dl jl;sdj
8.9
Franklin, OH
Rocky Mount, NC
s;ldkj
Franklin, OHs;ldkj
Rocky Mount, NC s;ldkj
25
200,000
2,200
14,000
lsdfjlkj ldf as dl jl;sdj
Caterpillar
L s;ldkj
North
North
American
American
Cummins L9 8.9 Rocky Mount, NC 33,000
Cat C C2.2 (electronic) 2.2 Peterborough, UK; Griffin, GA 1,500
North American Cummins
Cat C
G QSG12
C2.2
11.8
2.2
Beijing, China
Peterborough, UK; Griffin, GA
500
4,500

Availability
Availability
&&Specifications
&Specifications
Cummins X ISX12 11.9 Jamestown, NY 5,500
Cat C C3.4B 3.4 Turin, Italy 1,100
Availability Specifications Cummins
Cat
Cummins
C
X
X
X15
C4.4 ACERT
QSX15
14.9
4.4
14.9
Jamestown, NY
Peterborough, UK
Jamestown, NY
65,000
300
450
37-1120
37-1120
kWkW
37-1120 (50-1500
kW (50-1500
hp)hp)
(50-1500 hp)
Cat
Cummins
C
K
C4.4 (LRC)
QSK19-R
4.4
19.0
Peterborough, UK; Wuxi, China;
Seymour,Brazil
Curitiba, IN
1,900
3,200
Cummins
Cat CK QSK23
C7.1 ACERT 23.0
7.0 Oyama, Japan UK
Peterborough, 1,500
1,200
Cummins
Cat CT QST30ACERT
C7.1 30.5
7.0 Seymour, IN UK
Peterborough, 800
2,500
MAHLE
MAHLE
MAHLE
Cummins
Cat
Cummins
CK
K
QSK38(LRC)
C7.1
QSK50
37.7
7.0
50.3
Daventry, UK UK; Wuxi, China;
Peterborough,
Curitiba,
Daventry,Brazil
UK
50
300
170

PRODUCT
PRODUCTPORTFOLIO
PRODUCTPORTFOLIO
PORTFOLIO
Cat
Cummins
Daimler
Cat
CK
C
C9.3
QSK60ACERT
C9.3 ACERT
9.3
60.0
9.3
Seguin,
Daventry,TXUK
Seguin, TX
1,000
160
4,000
Cat
Detroit Diesel CDD Platform C9 ACERT
DD13 8.8
12.8 Seguin, TX Mannheim, Germany
Detroit, MI; 2,000
100,000
Cat Diesel
Detroit C Platform
DD C11 ACERT
DD15 11.1
14.8 Seguin, TX Mannheim, Germany
Detroit, MI; 1,000
43,000
Cat
Detroit Diesel CDD Platform C13
DD16ACERT 12.5
15.6 Seguin, TX Mannheim, Germany
Detroit, MI; 300
9,500
Cat
Deutz C C13 ACERT 12.5 Seguin, TX 1,500
Cat
Deutz CG 2.2 L3 C13
- ACERT 12.5
2.19 Seguin,
GermanyTX 4,500
500
Cat
Deutz C 2.2 L3
D -C15 ACERT 15.2
2.2 Seguin,
GermanyTX 1,100
1,000
Cat
Deutz CD 2.9 C15
- ACERT 15.2
2.9 Seguin,
GermanyTX 4,100
10,000
Cat
Deutz CTD 2.9 C18
- ACERT 18.1
2.9 Seguin,
GermanyTX 300
5,000
Cat
Deutz CTCD 2.9 / TCD 2.9 C18
- ACERT 18.1
2.9 Seguin,
GermanyTX 1,000
7,000
Cat C(High Torque) C18 ACERT 18.1 Seguin, TX 3,000
Deutz
Cat CG 2.9 L4 - ACERT
C27 2.92
27.0 Germany
Griffin, GA 400
100
Deutz
Cat CTD 3.6 L4 - ACERT
C27 3.6
27.0 Germany
Griffin, GA 8,000
1,100
Deutz
Cat CTCD 3.6 L4 - ACERT
C32 3.6
32.1 Germany
Griffin, GA 8,000
300
Cat C(High Torque) C32 ACERT 32.1 Griffin, GA 1,150
Deutz TCD 3.6 L4 - 3.6 Germany 3,500
Cat 3400 3406C 14.6 Hosur, India 50
Deutz TCD 3.6 L4 - 3.6 Germany 500
Cat 3500 3508B 34.5 Lafayette, IN 75
(High Power)
Cat
Deutz 35004.1
TCD -3512 51.8
4.1 Lafayette, IN
Germany 100
25,000
Cat 3500 3512B 51.8 Lafayette, IN 800
Deutz TCD 5.0 - 5.0 Germany 7,600
Cat 3500 3512C 51.8 Lafayette, IN 50
Deutz TCD 6.1 - 6.1 Germany 17,500
Cat 3500 3516 69.0 Lafayette, IN 150
Deutz TCD 7.8 - 7.8 Germany 6,500
Cat 3500 3516B 69.0 Lafayette, IN 650
Deutz TCD 9.0 L4 - 9.0 Germany 200
Perkins 400 404F-E22T 2.2 Griffin, GA 700
Deutz TCD 12.0 V6 - 11.9 Germany 4,000
Perkins 400 404F-E22TA 2.2 Griffin, GA 500
Deutz TCD 16.0 V8 - 15.9 Germany 250
Perkins 400 404D-22 2.2 Peterborough, UK; Griffin, GA; 100
FPT Industrial
Wuxi, China
FPT Industrial
Perkins F1
400Series F23
404D-22T 2.3
2.2 Foggia, Italy UK; Griffin, GA;
Peterborough, 30,000
100
FPT Industrial F1 Series F30 3 Foggia, Italy
Wuxi, China 47,000
FPT Industrial
Perkins F5
400Series F32
404D-22TA 3.2
2.2 Pregnana,Italy UK; Griffin, GA;
Peterborough, 9,500
220
FPT Industrial F5 Series F34 3.4 Wuxi, China
Torino, Italy 14,000
Perkins
FPT Industrial 850
F5 Series 854F-E34T
F34 3.4
3.4 Turin,
Torino,Italy
Italy 3,800
5,000
Perkins
FPT Industrial 850
NEF Series 854F-E34TA
N45 3.4
4.5 Turin, Italy
Pregnana, Italy 1,200
50,000
Perkins
FPT Industrial 850
NEF Series 854E-E34TA
N45 3.4
4.5 Turin,
Torino,Italy
Italy 1,200
16,000
Perkins
FPT Industrial 1200Series
NEF 1204F-E44TA
N45 4.4
4.5 Peterborough,
Torino, Italy UK 11,500
15,000
Perkins 1200 1204F-E44TTA 4.4 Peterborough, UK 24,000
FPT Industrial NEF Series N67 6.7 Pregnana, Italy 10,000
Perkins 1200 1204E-E44TA 4.4 Peterborough, UK 11,500
FPT Industrial NEF Series N67 6.7 Torino, Italy 18,000
Perkins 1200 1204E-E44TTA 4.4 Peterborough, UK 14,500
FPT Industrial NEF Series N67 6.7 Torino, Italy 10,000
Perkins 1100 1104D-E44T 4.4 Wuxi, China 1,700
FPT Industrial Cursor Series Cursor 9 8.7 Pregnana, Italy 4,000
Perkins 1100 1104D-E44TA 4.4 Peterborough, UK; Wuxi, China 250
FPT Industrial Cursor Series Cursor 9 8.7 Chongqing, China 14,000
Perkins 1100 1104C-44 4.4 Peterborough, UK; Curitiba, Brazil 500
FPT Industrial Cursor Series Cursor 9 8.7 Chongqing, China 500
Perkins 1100 1104C-44T 4.4 Peterborough, UK; Curitiba, Brazil 500
FPT Industrial Cursor Series Cursor 10 10.3 Pregnana, Italy 20
Perkins 1100 1104C-44TA 4.4 Peterborough, UK; Wuxi, China; 500
FPT Industrial Cursor Series Cursor 11 11.1 Bourbon-Lancy, France 14,000
Curitiba, Brazil
FPT Industrial
Perkins Cursor
1100 Series Cursor 11
1104D-44T 11.1
4.4 Bourbon-Lancy,UK;
Peterborough, France
Wuxi, China; 50
880
FPT Industrial Cursor Series Cursor 13 12.9 Bourbon-Lancy,
Curitiba, Brazil France 10,000
Perkins
FPT Industrial 1100 Series
Cursor 1104D-44TA
Cursor 13 4.4
12.9 Peterborough, UK;
Bourbon-Lancy, Wuxi, China;
France 2,800
1,700
FPT Industrial Cursor Series Cursor 16 15.9 Curitiba, Brazil France
Bourbon-Lancy, 10
Perkins
Ford 1200 1206F-E70TA 7.0 Peterborough, UK 5,000
Perkins
Ford 1200 Stroke
Power 1206F-E70TTA
6.7L 7.0
6.7 Peterborough,
Chihuahua, Mexico UK 1,000
150,000
Perkins Motors
General 1200 1206E-E70TTA 7.0 Peterborough, UK 3,000
Perkins
GM/Isuzu 1100
Duramax 1106D-E70TA
6.6L 7.0
6.6 Peterborough,
Moraine, OH UK; Wuxi, China; 400
75,000
Curitiba, Brazil
John Deere
Perkins 1100 1106C-70TA 7.0 Peterborough, UK; Wuxi, China 400
John Deere PowerTech EWX 3029H 2.9 Saran, France; Torreon, Mexico 55,000
Perkins 1100 1106D-70TA 7.0 Wuxi, China 100
John Deere PowerTech 4045HF285 4.5 Saran, France; Torreon, Mexico 1,000
Cummins
John Deere PowerTech 4045TF285 4.5 Saran, France; Torreon, Mexico 2,200
Cummins F QSF2.8 2.8 Beijing, China 650
John Deere PowerTech E 4045T/H 4.5 Saran, France; Torreon, Mexico 2,400
Cummins F QSF3.8 3.8 Beijing, China 5,500
John Deere PowerTech EWX 4045T 4.5 Saran, France; Torreon, Mexico 3,000
Cummins B QSB4.5 4.5 Rocky Mount, NC 1,600
John Deere PowerTech PSL 4045H 4.5 Torreon, Mexico 2,000
Cummins V V5.0 5.0 Columbus, IN 12,000
John Deere PowerTech PSL 4045H 4.5 Torreon, Mexico 500
Cummins B QSB6.7 6.7 Rocky Mount, NC 25,000
John Deere PowerTech PSS 4045H 4.5 Saran, France; Torreon, Mexico 4,000
Cummins B B6.7 6.7 Rocky Mount, NC 200,000
John Deere PowerTech PWL 4045H 4.5 Saran, France; Torreon, Mexico 7,500
Cummins L QSL9 8.9 Rocky Mount, NC 14,000
John Deere PowerTech M 4045T 4.5 Saran, France; Torreon, Mexico 18,000
Cummins L L9 8.9 Rocky Mount, NC 33,000
John Deere PowerTech PWX 4045H 4.5 Saran, France; Torreon, Mexico 5,000
Cummins G QSG12 11.8 Beijing, China 500
John Deere PowerTech Marine 4045TFM 4.5 Saran, France; Torreon, Mexico 200
Cummins X ISX12 11.9 Jamestown, NY 5,500
John Deere PowerTech M 4045T/H 4.5 Saran, France; Torreon, Mexico 1,200
Cummins X X15 14.9 Jamestown, NY 65,000
John Deere PowerTech Plus 4045H 4.5 Saran, France; Torreon, Mexico 2,000
Cummins X QSX15 14.9 Jamestown, NY 450
John Deere PowerTech E 6068H 6.8 Saran, France; Torreon, Mexico 3,500
Cummins K QSK19-R 19.0 Seymour, IN 3,200
John Deere PowerTech PSL 6068H 6.8 Torreon, Mexico 200
Cummins K QSK23 23.0 Oyama, Japan 1,500
John Deere PowerTech PSS 6068H 6.8 Saran, France; Torreon, Mexico 2,000
Cummins T QST30 30.5 Seymour, IN 800
 Tier 4 Final 4, inline DI, 4 55-99 (74-132) @ 2000-2500 400-488 (295-360) @ 1300-1600 102 x 115 (4.02 x 4.53) NA AG, GS, IS, OH ✓
U.S./EU Emissions
Tier 4 Level
Final 4,Layout
inline Cylinder
DI, 4 Power, kW
90-130 (121-173) (hp) @ rpm
@ 1700-2500 Torque, (347-520)
470-705 N•m (lb•ft)@@1500
rpm Bore
107 x Stroke,
x 124 (4.21 mm (in) Compression
x 4.88) NA AG, Application
GS, IS, OH MAHLE
✓
Head, VPC Ratio Components
EPA 2017 V8 DI, 4 149-205 (200-275) @ 3200 705-759 (520-560) @ 1600 94 x 90 (3.7 x 3.54) NA TB ✓
Tier 4 Final 6, inline DI, 4 109-231 (146-310) @ 1500-2500 672-1044 (496-770) @ 1500 107 x 124 (4.21sp. x sp.
x 4.88) Disp
Disp
Disp.
NADisp.
AG, GS, IS, OH,...
M ... ✓
EPA 2017
NA 6, inline
6, inline
DI
DI, 4
224 (300) @ 4300
149-242 (200-325) @ 2400
678 (500) @ 2200
705-1017 (520-750) @ 1600-1800
85 x 94 (3.35
107 x 124 (4.21 x 4.88) sp. Disp
3.7)
NA Disp.
16:1 GS, MI
TB ... ✓
NA
Tier 4 Final
V8
6, inline
IDI, 2
DI, 4
119-187 (160-250) @ 3000-3400
186-298 (250-400) @ 1600-2100
sp. Disp Disp.
393-746 (290-550) @ 1700-2000
1085-1627 (800-1200) @ 1400-1500
... 103 x 97 (4.06 x 3.82)
114 x 145 (4.49 x 5.69)
20.2:1
NA
GS, M, MI, TB
AG, GS, IS, OH ✓
EPA 2017 6, inline DI, 4 194-283 (260-380) @ 1900-2100 976-1695 (720-1250) @ 1300-1400 114 x 145 (4.49 x 5.69) NA TB ✓
Tier 4 Final / Stage IIIB 4, inline DI 36.4-50 (48.8-67.1) @ 2800 165-208 (121.6-153.4) @ 1800 84 x 100 (3.3 x 3.9) 18.0:1 AG, IS, OH ✓
Tier 4 Final 6, inline DI, 3 250-383 (335-513) @ 1700-2100 1695-2299 (1250-1696) @ 1400 132 x 144 (5.2 x 5.67) NA AG, GS, IS, OH
4, inline IDI 31.4-36.4 (42.1-48.8) @ 2400-3000 142.7-208.4 (105.3-153.7) @ 1800 84 x 100 (3.3 x 3.9) 23.3:1 AG, IS, OH ✓
EPA 2017 6, inline DI, 4 231-335 (310-450) @ 1800-2100 1559-2237 (1150-1650) @ 1100 130 x 150 (5.11 x 5.91) NA TB ✓
> 56 kW = * Tier 4 4, inline DI 63-86 (84.5-115.3) @ 2200-2500 354-450 (261.1-331.9) @ 1400-1600 99 x 110 (3.9 x 4.3) 17.0:1 AG, IS, OH ✓
EPA 2017 6, inline DI, 4 298-451 (400-605) @ 1800-2000 1966-2778 (1450-2050) @ 1000-1200 137 x 169 (5.39 x 6.65) NA TB ✓
* Tier 4 4, inline DI 61.5-129.4 (82.5-173.5) @ 2200 347-750 (256-553.2) @ 1400 105 x 127 (4.1 x 5.0) 16.5:1 AG, IS, OH ✓
Tier 4 Final 6, inline DI, 4 336-503 (450-675) @ 1800-2100 2237-2778 (1650-2050) @ 1400 137 x 169 (5.39 x 6.65) NA AG, GS, IS, OH ✓
4, inline DI 56-83 (75-111) @ 2200-2300 265-418 (195-308) @ 1400 105 x 127 (4.1 x 5.0) 18.2:1 AG, IS, OH ✓
Tier 4 Final 6, inline DI, 4 567 (760) @ 1800-2000 3084 (2275) @ 1500 159 x 159 (6.26 x 6.26) NA OH ✓
Tier/ Stage
Tier 4 Final 4 Final*
IV 6,
6, inline
inline DI,DI4 567-708 (760-950)
116-225 @ 1800-2100
(156-301.7) @ 2200 3468-3928755-1274
(2558-2897) @ 1350-1400
(557-940) @ 1400 170105
x 170 (6.69
x 135 (4.1x x6.69)
5.3) NA
16.5:1 GS, AG,
IS, M,
IS, OH
OH ✓
✓
Tier 4* Final*
Tier 4 V12
6, inline DI,DI4 746-1119 (1000-1500)
140-225 @ 1800-2100
(187.7-301.7) @ 2200 3806-5951 (2807-4389)
890-1257 @ 1300-1400
(656.4-927.1) @ 1400 140
105x x165
135(5.51
(4.1 xx 5.3)
6.5) NA
16.5:1 GS, AG,
IS, M,
IS, OH
OH ✓
✓
Tier 4 Final* V12
6, inline DI,DI4 810-1193
112-162(1086-1600)
(150-220) @@ 1800-1900
2000-2200 4869-6242
672-900(3591-4604)
(495-664) @ @ 1350-1500
1100-1400 159105
x 159 (6.26
x 135 (4.1x x6.26)
5.3) NA
18.2:1 GS, AG,
IS, M,
IS, OH
OH ✓
✓
Tier 4 Final V16 DI, 4 1119-1864 (1500-2500) @ 1800-1900 6570-9599 (4846-7080) @ 1300-1500 159 x 159 (6.26 x 6.26) NA GS, IS, M, OH ✓
Tier 4 FinalTier
/ Stage IV
4 Final 6, inline
V16 DI,DI4 224-298
1398-2237 (300-400) @ 1800-2200
(1875-3000) 1800-1900 1371-1726 (1011-1273)
8364-11,440 (6169-8438) @ 14001500 115
159 x 149
190 (4.53
(6.26 x 5.87)
7.48) 17.0:1
NA GS, AG, IS, OH
IS, M, ✓
* Tier 4 6, inline DI 224-261 (300-350) @ 1800-2200 1369-1596 (1010-1177) @ 1400 115 x 149 (4.53 x 5.87) 17.0:1 AG, IS, OH ✓
GHG 2017 6, inline DI,DI4 205-280 (275-375)
260-350 @ 1800-2200
(350-470) @ 1625 1225-1668 (1250-1650)
1695-2240 (904-1230) @@1400975 112 x 156
132 149 (5.20
(4.41 x 6.15)
5.87) 16.1:1
18.4:1 AG,OH,
IS, OH
TB ✓
GHG 2017 6, inline DI,DI4 242-336 (325-450)
340-377 @ 1800-2100
(455-505) @ 1625 1487-2056
2100-2373(1097-1516)
(1550-1750)@@1400975 130 x 163
139 140 (5.47
(5.12 x 6.42)
5.51) 17.2:1
18.5:1 AG,OH,
IS, OH
TB ✓
Tier 4 FinalGHG
/ Stage
2017IV 6, inline DI,DI4 287-388 (385-520)
373-447 @ 1800-2100
(500-600) @ 1800 1760-2381
2508-2780(1298-1756)
(1850-2050)@@1400975 130x x171
139 157(5.47
(5.12x x6.73)
6.2) 17.0:1
17:1 AG,OH,
IS, OH
TB ✓
* Tier 4 6, inline DI 287-388 (385-520) @ 1800-2100 1760-2381 (1298-1756) @ 1400 130 x 157 (5.12 x 6.2) 17.0:1 AG, IS, OH ✓
Stage V / Tier 4 Final 6, inline
3, DI- 287-388 (385-520)42@(56)
1800-2100
@ 2600 1760-2215163(1298-1634) @ 1400
(120) @ 1400-1600 13092x x157
110(5.12 6.2)
(3.6 x 4.3) 17.3:1
NA AG, IS, OH ✓
Tier 4 FinalStage
/ Stage
V / IV / *4Tier
Tier Final4 6, inline
3, DI 354-433 (475-580)26@(35)
1800-2100
@ 2600 2176-2655 (1605-1959)
110 (81) @ 1400
1600 13792x x171
110(5.4
(3.6x x6.73)
4.3) 17.0:1
NA AG, IS, OH ✓
Stage V / Tier 4 Final 6, inline
4, DI 328-444 (440-595)36.4@(50)
1800-2100
@ 2600 2012-2717 (1484-2004)
147 (108) @ 1600
1400 137.2 92
x 171.4
x 110(5.4
(3.6x x6.75)
4.3) 18.0:1
NA AG, IS, OH ✓
Tier 4 VFinal
Stage / Stage
/ Tier IV
4 Final 6, inline
4, DI 429-597 (575-800)55.4@(75)
1800-2000
@ 2600 2696-3710260(1988-2736) @ 1300
(192) @ 1600-1800 14592x x183
110(5.71
(3.6 x 4.3)
7.2) 16.0:1
NA AG, IS, OH ✓
Stage V / Tier*4Tier
Final4 6,
4, inline DI 447-563 (600-755)55.4@(75)
1800-1900
@ 2600 2749-3501 (2072-2582.2)
300 (221) @ 1400
1600 14592x x183
110(5.71
(3.6 x 7.2)
4.3) 16.0:1
NA AG, IS, OH ✓
6, inline DI 429-597 (575-800) @ 1800-2100 2628-3655 (1938-2696) @ 1400 145 x 183 (5.71 x 7.2) 16.3:1 AG, IS, OH ✓
Stage V / Tier
Tier 44 Final
Final 4, inline
V12 DI- 54.4 (73) @
597-783 (800-1050) @ 2600
1800 3635-4674215(2681-3447)
(159) @ 1400-1600
@ 1200 137.292x 152.4
x 110 (3.6
(5.4 xx 4.3)
6.0) NA
16.0:1 AG, IS, OH
OH ✓
✓
Stage V / Tier 4 Final 4, inline
V12 DI
DI 597-858 (800-1150)55.4@(74) @ 2300
1800-2100 330 (243) @
3657-5255 (2698-3876) @ 1600
1400 137.298x 152.4
x 120 (3.9
(5.4 xx 4.7)
6.0) NA
16.5:1 AG, IS, OH
OH ✓
✓
Stage V / Tier
Tier 44 Final 4, inline
V12 DI 55.4 (74) @ 2300
746-895 (1000-1200) 1800 500 (369) @ 1600
5184-5861 (3824-4323) 1200 14598 x 120
x 162 (3.9x x6.38)
(5.71 4.7) NA
15.0:1 AG, IS, OH ✓
* Tier 4 V12 DI 839-895 (1125-1200) @ 1800 5054-5429 (3728-4005) @ 1400 145 x 162 (5.71 x 6.38) 15.0:1 AG, IS, OH ✓
Stage V / Tier 4 Final 4, inline DI 100 (136) @ 2300 500 (369) @ 1600 98 x 120 (3.9 x 4.7) NA OH ✓
6, inline DI 298-347 (400-465) @ 1800-2100 1427-1841 (1053-1358) @ 1800 137.2 x 165.1 (5.4 x 6.5) 14.5:1 AG, IS, OH ✓
Stage V 4, inline DI 105 (141) @ 2300 550 (406) @ 1600 98 x 120 (3.9 x 4.7) NA OH ✓
V8 DI 746-820 (1000-1100) @ 1800 Up to 4337 (3199) @ 1400 170 x 190 (6.7 x 7.5) 14.0:1 AG, IS, OH ✓

Stage V / Tier 4 Final V12

4, inline DI
DI 761-1119 (1020-1500)
115 @ 1200-1800
(154) @ 2300 Up to 6210610(4580) @ 1600
(450) @ 1400 170 xx 126
101 190 (4.0
(6.7 xx 5.0)
7.5) 13.0:1
NA AG, IS, OH
OH ✓
✓
V12 DI 1119-1231 (1500-1650) @ 1800 Up to 7153 (5276) @ 1400 170 x 190 (6.7 x 7.5) 14.0:1 AG, IS, OH ✓
Stage V / Tier 4 Final 4, inline DI 150 (200) @ 1800-2300 890 (656) @ 1500 109 x 134 (4.29 x 5.28) NA OH ✓
V12 DI 1120 (1500) @ 1800 Up to 7321 (5400) @ 1400 170 x 190 (6.7 x 7.5) 14.7:1 AG, IS, OH ✓
Stage V / Tier 4 Final 6, inline DI 180 (241) @ 2300 1000 (738) @ 1450 101 x 126 (4.0 x 5.0) NA OH ✓
V16 DI 1011-1492 (1355-2000) @ 1200-1800 Up to 6763 (4988) @ 1400 170 x 190 (6.7 x 7.5) 13.0:1 AG, IS, OH ✓
Stage V / Tier 4 Final 6, inline DI 260 (348) @ 2200 1400 (1033) @ 1450 110 x 136 (4.3 x 5.4) NA OH ✓
V16 DI 1492-1640 (2000-2200) @ 1800 Up to 9536 (7034) @ 1400 170 x 190 (6.7 x 7.5) 14.0:1 AG, IS, OH ✓
Stage V / Tier 4 Final 4, inline DI 300 (402) @ 1900 1700 (1254) @ 1200 135 x 157 (5.3 x 6.2) NA OH ✓
Tier 4 Final / Stage IIIB 4, inline DI 36 (49) @ 2800 165 (122) @ 1800 84 x 100 (3.3 x 3.9) 18.0:1 AG, IS, OH ✓
Stage V / Tier 4 Final V6 DI 390 (524) @ 2100 2130 (1571) @ 1400 132 x 145 (5.2 x 5.7) NA OH ✓
Tier 4 Final / Stage IIIB 4, inline DI 50 (67) @ 2800 208 (153) @ 1800 84 x 100 (3.3 x 3.9) 18.0:1 AG, IS, OH ✓
Stage V / Tier 4 Final V8 DI 520 (697) @ 2100 2890 (2132) @ 1400 132 x 145 (5.2 x 5.7) NA OH ✓
* Tier 4 4, inline IDI 31-38 (42-51) @ 2200-3000 143 (105) @ 1800 84 x 100 (3.3 x 3.9) 23.3:1 AG, GS, IS, OH ✓

* Euro
Tier 64 4,
4, inline
inline DI,IDI4 78-107
36-46(104-143)
(48-61) @
@ 3900-3600
2600-3000 270-350 (199-258)
154-189 @ 1500-1800
(114-139) @ 1800 88
84 xx 94
100(3.46
(3.3 xx 3.7)
3.9) 16.2:1
23.3:1 TB
AG, GS, IS, OH ✓
✓
EPA 2010 / ULEV 340 / Euro VI / Euro 6 4, inline DI, 4 81-150 (109-205) @ 3500 260-470 (192-347) @ 1250-1600 95.8 x 104 (3.77 x 4.09) 17.5:1 TB ✓
* Tier 34 4, inline DI,IDI2 47-57 (63-76)
49 (66) @ 1800
2800 NA
208 (154) @ 1800 9984x 104 (3.90
x 100 (3.3x x4.09)
3.9) 17:1
23.3:1 GS
AG, GS, IS, OH ✓
Tier 4 Final 4, inline DI, 2 43-55 (58-74) @ 1800-2500 243-318 (179-234) @ 1400-1600 99 x 110 (3.90 x 4.33) 17:1 AG, IS, OH ✓
Tier 4 Final Tier
/ Stage IIIB
4 Final 4, inline
4, inline DI,DI4 45-55.4 (60.3-74.3)
61-90 (82-121) @@ 2000-2500
2200-2500 243-318 (179.2-234.5) @ 1400-1600
334-506 (246-373) @ 1500 9999 x 110
x 110 (3.9x x4.33)
(3.90 4.3) 17.0:1
17:1 AG,AG,
GS, IS,
IS, OH
OH ✓
✓
Tier 4 Final / Stage
Tier IV3 4, inline
4, inline DI
DI, 2/4 63-9057-95
(84-121) @ 2200-2500
(76-127) @ 1800 354-490 (261-361) @ 1400NA 10499x x132
110(4.09
(3.9 xx 4.3)
5.2) 17.0:1
17.5:1 AG, GS, IS, OH
GS ✓
✓
* Euro
Tier VI4 4, inline
4, inline DI,DI4 55-86 (74-115)
118-152 @ 2200-2500
(158-204) @ 2500 344-450 (428-553)
580-750 (254-332) @
@ 1250-1400
1200-1600 10499x x132
110(4.09
(3.9 xx 5.2)
4.3) 17.0:1
17:1 AG, GS, IS, OH
TB
✓
✓
Tier 4 FinalTier
/ Stage IV
4 Final 4, inline
4, inline DI,DI4 66-12970-110 (94-148)
(89-173) @ 2200
@ 1800-2200 450-560
405-719 (332-413)
(299-530) @ 1400
@ 1200-1600 105x x132
104 127(4.09
(4.1 xx 5.2)
5.0) 16.5:1
17:1 AG.AG,
IS, OH
OH
✓
✓
Tier 4 Final / Stage IV 4, inline DI 105-129 (141-174) @ 2200 630-750 (465-553) @ 1400 105 x 127 (4.1 x 5.0) 16.5:1 AG. IS, OH ✓
Tier 3 6, inline DI, 2/4 141-200 (189-268) @ 1800 NA 104 x 132 (4.09 x 5.2) 17.5:1 GS ✓
* Tier 4 4, inline DI 62-110 (83-148) @ 2200 347-560 (256-413) @ 1400 105 x 127 (4.1 x 5.0) 16.5:1 AG, IS, OH ✓
Euro VI 6, inline DI, 4 162-235 (217-315) @ 2500 800-1100 (590-811) @ 1250-1400 104 x 132 (4.09 x 5.2) 17:1 TB ✓
* Tier 4 4, inline DI 105-129 (141-174) @ 2200 650-750 (479-553) @ 1400 105 x 127 (4.1 x 5.0) 16.5:1 AG. IS, OH ✓
Tier 4 Final 6, inline DI, 4 110-221 (147-296) @ 2000-2550 700-1300 (516-959) @ 1300-1800 104 x 132 (4.09 x 5.2) 17:1 AG, OH ✓
4, inline DI 75 (100) @ 2200 420 (310) @ 1400 105 x 127 (4.1 x 5.0) 16.2:1 AG, GS, IS, OH ✓
Tier 3 6, inline DI, 4 280 (380) @ 1800 NA 117 x 135 (4.60 x 5.31) 16.5:1 GS ✓
4, inline DI 75-106 (100-142) @ 2200 441-558 (325-412) @ 1400 105 x 127 (4.1 x 5.0) 16.2:1 AG, GS, IS, OH ✓
Euro VI 6, inline DI, 4 228-294 (306-394) @ 2200 1300-1700 (959-1254) @ 1200 117 x 135 (4.60 x 5.31) 16:1 TB ✓
4, inline DI 64 (86) @ 2400 302 (226) @ 1400 105 x 127 (4.1 x 5.0) 19.3:1 AG, GS, IS, OH ✓
Tier 4 Final 6, inline DI, 4 210-313 (281-419) @ 2000-2200 1349-1850 (995-1364) @ 1300-1500 117 x 135 (4.60 x 5.31) 16:1 AG, OH ✓
4, inline DI 75 (100) @ 2300 415 (306) @ 1350 105 x 127 (4.1 x 5.0) 18.2:1 AG, GS, IS, OH ✓
Tier 3 6, inline DI, 4 317 (425) @ 1800 NA 125 x 140 (4.92 x 5.51) 16.5:1 GS ✓
4, inline DI 97 (130) @ 2200 500 (369) @ 1400 105 x 127 (4.1 x 5.0) 18.2:1 AG, GS, IS, OH ✓
Euro VI 6, inline DI, 4 309-353 (414-473) @ 1900 1900-2250 (1401-1660) @ 1050 128 x 144 (5.04 x 5.67) 16.5:1 TB ✓
Tier 4 Final 6,
4, inline
inline DI,DI4 345-365 (462-489)
75 (100) @@ 2100
2200 2000-2082 (1475-1536)
392 (289) @@ 1500
1400 128105
x 144 (5.04
x 127 (4.1x x5.67)
5.0) 16.5:1
18.2:1 AG
AG, GS, IS, OH ✓
✓
Euro VI 6, inline DI, 4 302-412 (405-553) @ 1900 2100-2500 (1549-1844) @ 1000 135 x 150 (5.31 x 5.91) 16.5:1 TB ✓
Tier 4 Final 4, inline
6, DI,DI4 83 (111) @ 2100
320-500 (429-670) 2200 418 @
2003-2980 (1477-2197) (308) @ 1400
1400-1500 135105 x 127
x 150 (4.1x x5.91)
(5.31 5.0) 18.2:1
16.5:1 AG, GS,AG,
IS, OH ✓
Tier 4 Final 6, inline DI, 4 480-570 (634-764) @ 2100 2751-3323 (2029-2450) @ 1500 141 x 170 (5.55 x 6.69) 16.5:1 AG ✓
Tier 4 Final / Stage IV 6, inline DI 116-151 (156-202) @ 2200 755-870 (557-642) @ 1400 105 x 135 (4.1 x 5.3) 16.5:1 AG, IS, OH ✓
Tier 4 Final EPA
/ Stage
2010 IV 6, inline
V8 DI,DI4 151-225 (202-302)
328 (440) @@ 2800
2200 983-12741254
(725-940 @ 1800
(925) @ 1400 99.1105 x 135
x 108 (4.1x x4.25)
(3.90 5.3) 16.5:1
16.2:1 AG, IS, OH
TB ✓
✓
* Tier 4 6, inline DI 140-225 (188-302) @ 2200 890-1257 (656-927) @ 1400 105 x 135 (4.1 x 5.3) 16.5:1 AG, IS, OH ✓
EPA 2010 6, inline
V8 DI,DI4 116-205 (156-275) 332 @ 2200-2500
(445) @ 2800 706-10501234
(520-774) @ 1600
(910) @ 1400 105 xx 99
103 135(4.06
(4.1 xx 3.9)
5.3) 16.8:1
16.0:1 AG, IS, OH
TB
✓
✓

6, inline DI 112-162 (150-217) @ 1200-1400 687-900 (507-664) @ 1200-1400 105 x 135 (4.1 x 5.3) 18.2:1 AG, IS, OH ✓
Final Tier 4 / Stage IIIB 4, inline DI, 3 36-55 (48-74) @ 2200-2400 190-304 (140-224) @ 1600 106 x 127 (4.2 x 5.0) 16.9:1 AG, GS, IS, OH ✓
6, inline DI 112-129 (150-172) @ 2000-2200 672-750 (495-552) @ 1100-1300 105 x 135 (4.1 x 5.3) 18.5:1 AG, IS, OH ✓
Marine Tier 3 4, inline DI, 2 129 (173) @ 1800 621 (504) @ 1800 106 x 127 (4.2 x 5.0) 19.0:1 IS ✓
Marine Tier 3 4, inline DI, 2 74-78 (99-105) @ 1800-2200 321-376 (237-305) @ 1800-2200 106 x 127 (4.2 x 5.0) 19.0:1 IS ✓
Tier 4 Final 4, inline DI, 4 37-55 (49-74) @ 2200-2500 190-300 (140-221) @ 1600 94 x 100 (3.7 x 3.94) NA AG, GS, IS, OH ✓
Tier 3 / Stage IIIA 4, inline DI, 2 63-104 (85-140) @ 2200-2400 313-525 (231-387) @ 1500-1600 106 x 127 (4.2 x 5.0) 19.0:1 AG, GS, IS, OH ✓
Tier 4 Final 4, inline DI, 4 55-99 (74-132) @ 2000-2500 400-488 (295-360) @ 1300-1600 102 x 115 (4.02 x 4.53) NA AG, GS, IS, OH ✓
Final Tier 4 / Stage IIIB 4, Inline DI, 4 55 (74) @ 2200-2400 292-304 (215-224) @ 1600 106 x 127 (4.2 x 5.0) 19.0:1 AG, GS, IS, OH ✓
Tier 4 Final 4, inline DI, 4 90-130 (121-173) @ 1700-2500 470-705 (347-520) @ 1500 107 x 124 (4.21 x 4.88) NA AG, GS, IS, OH ✓
Final Tier 4 / Stage IV 4, Inline DI, 4 93-129 (125-173) @ 2200-2400 616 (454) @ 1600 106 x 127 (4.2 x 5.0) 17.2:1 AG, IS, OH ✓
EPA 2017 V8 DI, 4 149-205 (200-275) @ 3200 705-759 (520-560) @ 1600 94 x 90 (3.7 x 3.54) NA TB ✓
Final Tier 4 / Stage IV 4, Inline DI, 4 172 (128) @ 1800 616 (454) @ 1600 106 x 127 (4.2 x 5.0) 17.2:1 GS ✓
Tier 4 Final 6, inline DI, 4 109-231 (146-310) @ 1500-2500 672-1044 (496-770) @ 1500 107 x 124 (4.21 x 4.88) NA AG, GS, IS, OH, M ✓
Final Tier 4 / Stage IV 4, Inline DI, 4 93-129 (125-173) @ 2200-2400 494-667 (364-492) @ 1600 106 x 127 (4.2 x 5.0) 16.1:1 AG, GS, IS, OH ✓
EPA 2017 6, inline DI, 4 149-242 (200-325) @ 2400 705-1017 (520-750) @ 1600-1800 107 x 124 (4.21 x 4.88) NA TB ✓
Final Tier 4 / Stage IV 4, Inline DI, 4 63-104 (85-140) @ 2200-2400 333-540 (246-398) @ 1600 106 x 127 (4.2 x 5.0) 16.1:1 AG, GS, IS, OH ✓
Tier 4 Final 6, inline DI, 4 186-298 (250-400) @ 1600-2100 1085-1627 (800-1200) @ 1400-1500 114 x 145 (4.49 x 5.69) NA AG, GS, IS, OH ✓
Interim Tier 4 4, inline DI, 2 55 (74) @ 2400 265 (195) @ 1700 106 x 127 (4.2 x 5.0) 19.0:1 AG, GS, IS, OH ✓
EPA 2017 6, inline DI, 4 194-283 (260-380) @ 1900-2100 976-1695 (720-1250) @ 1300-1400 114 x 145 (4.49 x 5.69) NA TB ✓
Interim Tier 4 / Stage IIIB 4, inline DI, 4 63-91 (85-122) @ 2200-2400 333-480 (245-354) @ 1600 106 x 127 (4.2 x 5.0) 17.0:1 AG, GS, IS, OH ✓
Tier 4 Final 6, inline DI, 3 250-383 (335-513) @ 1700-2100 1695-2299 (1250-1696) @ 1400 132 x 144 (5.2 x 5.67) NA AG, GS, IS, OH
Marine Tier 3 4, inline DI, 2 74 (99) @ 1800 391 (288) @ 1800 106 x 127 (4.2 x 5.0) 19.0:1 GS ✓
EPA 2017 6, inline DI, 4 231-335 (310-450) @ 1800-2100 1559-2237 (1150-1650) @ 1100 130 x 150 (5.11 x 5.91) NA TB ✓
Tier 3 / Stage IIIA 4, inline DI, 2 56-74 (75-99) @ 2200-2400 275-383 (203-282) @ 1600-1700 106 x 127 (4.2 x 5.0) 19.0:1 AG, GS, IS, OH ✓
EPA 2017 6, inline DI, 4 298-451 (400-605) @ 1800-2000 1966-2778 (1450-2050) @ 1000-1200 137 x 169 (5.39 x 6.65) NA TB ✓
Tier 3 / Stage IIIA 4, inline DI, 4 111-129 (149-173) @ 2000-2400 574-645 (424-476) @ 1400 106 x 127 (4.2 x 5.0) 17.0:1 AG, GS, IS, OH ✓
Tier 4 Final 6, inline DI, 4 336-503 (450-675) @ 1800-2100 2237-2778 (1650-2050) @ 1400 137 x 169 (5.39 x 6.65) NA AG, GS, IS, OH ✓
Tier 3 / Stage IIIA 6, inline DI, 2 104-149 (139-200) @ 2200-2400 598-785 (441-579) @ 1500 106 x 127 (4.2 x 5.0) 19.0:1 AG, GS, IS, OH ✓
Tier 4 Final 6, inline DI, 4 567 (760) @ 1800-2000 3084 (2275) @ 1500 159 x 159 (6.26 x 6.26) NA OH ✓
Final Tier 4 / Stage IV 6, inline DI, 4 216-241 (290-323) @ 1800 1146-1280 (843-941) @ 1800 106 x 127 (4.2 x 5.0) 17.2:1 GS ✓
Tier 4 Final* 6, inline DI, 4 567-708 (760-950) @ 1800-2100 3468-3928 (2558-2897) @ 1350-1400 170 x 170 (6.69 x 6.69) NA GS, IS, M, OH ✓
Final Tier 4 / Stage IV 6, Inline DI, 4 168-224 (225-300) @ 2200-2400 1000-1057 (738-780) @ 1600-1700 106 x 127 (4.2 x 5.0) 16.7:1 AG, GS, IS, OH ✓
Tier 4 Final* V12 DI, 4 746-1119 (1000-1500) @ 1800-2100 3806-5951 (2807-4389) @ 1300-1400 140 x 165 (5.51 x 6.5) NA GS, IS, M, OH ✓
 John Deere PowerTech M 4045T/H 4.5 Saran, France; Torreon, Mexico 1,200
John Deere PowerTech Plus 4045H 4.5 Saran, France; Torreon, Mexico 2,000

HEAVY-DUTY
HEAVY-DUTY
HEAVY-DUTY
BrandDeere
John (Maker)
John Deere
AM General
Engine Family
PowerTech E
PowerTech PSL
Engine Model
6068H
6068H
Displacement
6.8 (L)
6.8
Production
Saran, Location
France;
Torreon, Mexico
Torreon, Mexico 2016 Production
3,500
Volume 1
200
John Deere PowerTech PSS 6068H 6.8 Saran, France; Torreon, Mexico 2,000

DIESEL
DIESEL
DIESELENGINES
ENGINES
ENGINES
General Engine Products Optimizer
John Deere
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lsdfjlkj
General Engine
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ldf as PowerTech
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PVL
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6500
6068H
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6.8
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Torreon, Mexico
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100
2,200
10,000
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North
North
American
American
John Deere PowerTech 6068H 6.8 Saran, France; Torreon, Mexico 500
Cat C C2.2 (electronic) 2.2 Peterborough, UK; Griffin, GA 1,500
North American John Deere
Cat C
PowerTech PVX 6068H
C2.2
6.8
2.2
Saran, France; Torreon, Mexico
Peterborough, UK; Griffin, GA
5,000
4,500

Availability
Availability
&&Specifications
&Specifications
John Deere PowerTech Marine 6068AFM 6.8 Saran, France; Torreon, Mexico 100
Cat C C3.4B 3.4 Turin, Italy 1,100
Availability Specifications John Deere
Cat
John Deere
PowerTech Marine
C
PowerTech Plus
6068SFM
C4.4 ACERT
6068H
6.8
4.4
6.8
Saran, France; Torreon, Mexico
Peterborough, UK
Saran, France; Torreon, Mexico
100
300
3,200
37-1120
37-1120
kWkW
37-1120 (50-1500
kW (50-1500
hp)hp)
(50-1500 hp)
Cat
John Deere
C
PowerTech PSL
C4.4 (LRC)
6090H
4.4
9.0
Peterborough, UK; Wuxi, China;
Waterloo,Brazil
Curitiba, IA
1,900
100
John
Cat Deere PowerTech
C PSS 6090H
C7.1 ACERT 9.0
7.0 Waterloo, IA UK
Peterborough, 6,500
1,200
John Deere
Cat CPowerTech PSX 6090HACERT
C7.1 9.0
7.0 Waterloo, IA UK
Peterborough, 3,500
2,500
MAHLE
MAHLE
MAHLE
John Deere
Cat
John Deere
CPowerTech PVX
PowerTech Marine
6090H(LRC)
C7.1
6090AFM
9.0
7.0
9.0
Waterloo, IA UK; Wuxi, China;
Peterborough,
Waterloo,Brazil
Curitiba, IA
1,200
300
20

PRODUCT
PRODUCTPORTFOLIO
PRODUCTPORTFOLIO
PORTFOLIO
Cat Deere
John
John
Cat Deere
C
PowerTech
PowerTech
C
Marine
Plus
C9.3 ACERT
6090SFM
6090H
C9.3 ACERT
9.3
9.0
9.0
9.3
Seguin, TXIA
Waterloo,
Waterloo,
Seguin, TXIA
1,000
25
7,000
4,000
John Deere
Cat CPowerTech PSL 6135H
C9 ACERT 13.5
8.8 Waterloo,
Seguin, TXIA 50
2,000
John Deere
Cat CPowerTech PSS 6135H
C11 ACERT 13.5
11.1 Waterloo,
Seguin, TXIA 500
1,000
John Deere
Cat CPowerTech PSX 6135H
C13 ACERT 13.5
12.5 Waterloo,
Seguin, TXIA 2,500
300
John Deere
Cat CPowerTech Plus 6135H
C13 ACERT 13.5
12.5 Waterloo,
Seguin, TXIA 1,500
Kubota
Cat C C13 ACERT 12.5 Seguin, TX 4,500
Kubota
Cat C03 Series D1803-CR-T-E4B
C15 ACERT 1.8
15.2 Japan TX
Seguin, 9,500
1,100
Kubota
Cat 03
C Series V2403-CR-E4B
C15 ACERT 2.4
15.2 Japan
Seguin, TX 30,000
4,100
Kubota
Cat 03
C Series V2403-CR-T-E4B
C18 ACERT 2.4
18.1 Japan
Seguin, TX 13,000
300
Kubota
Cat 07
C Series V2607-CR-T-E4B
C18 ACERT 2.6
18.1 Japan
Seguin, TX 4,400
1,000
Kubota
Cat C07 Series V3307-CR-T-E4B
C18 ACERT 3.3
18.1 Japan TX
Seguin, 23,000
3,000
Kubota
Cat V3
C Series V3800-TI-EF4B
C27 ACERT 3.8
27.0 Japan
Griffin, GA 37,000
100
MTU
Cat America C C27 ACERT 27.0 Griffin, GA 1,100
MTU/Mercedes-Benz
Cat CSeries 900 924
C32 ACERT 4.8
32.1 Mannheim,
Griffin, GA Germany 9,000
300
MTU/Mercedes-Benz
Cat CSeries 900 924
C32 ACERT 4.8
32.1 Mannheim,
Griffin, GA Germany 6,000
1,150
MTU
Cat Series
3400 1000 4R1000
3406C 5.1
14.6 Mannheim,
Hosur, India Germany 800
50
MTU/Mercedes-Benz
Cat Series
3500 900 906
3508B 6.4
34.5 Mannheim,
Lafayette, INGermany 130
75
MTU/Mercedes-Benz
Cat Series
3500 900 926
3512 7.2
51.8 Mannheim,
Lafayette, INGermany 3,000
100
MTU/Mercedes-Benz
Cat Series
3500 900 926
3512B 7.2
51.8 Mannheim,
Lafayette, INGermany 22,000
800
MTU
Cat Series
3500 1000 6R1000
3512C 7.7
51.8 Mannheim,
Lafayette, INGermany 3,200
50
MTU
Cat Series
3500 1100 6R1100
3516 10.7
69.0 Mannheim,
Lafayette, INGermany 300
150
MTU/Mercedes-Benz
Cat Series
3500 460 460
3516B 12.8
69.0 Mannheim,
Lafayette, INGermany 9,000
650
MTU/Mercedes-Benz
Perkins Series
400 460 460
404F-E22T 12.8
2.2 Mannheim,
Griffin, GA Germany 54,000
700
MTU
Perkins Series
400 1300 6R1300
404F-E22TA 12.8
2.2 Mannheim,
Griffin, GA Germany 300
500
MTU/Mercedes-Benz
Perkins Series
400 500 501
404D-22 12.0
2.2 Mannheim,
Peterborough, Germany
UK; Griffin, GA; 1,450
100
MTU/Mercedes-Benz Series 500 501 12.0 Wuxi, China Germany
Mannheim, 150
Perkins
MTU 400 1500
Series 404D-22T
6R1500 2.2
15.6 Peterborough,
Mannheim, GermanyUK; Griffin, GA; 100
50
Wuxi, China
MTU/Mercedes-Benz Series 500 502 15.9 Mannheim, Germany 700
Perkins 400 404D-22TA 2.2 Peterborough, UK; Griffin, GA; 220
MTU/Mercedes-Benz Series 500 502 15.9 Mannheim,
Wuxi, China Germany 50
MTU/Detroit
Perkins Diesel 850Series 60 S60
854F-E34T 14.0
3.4 Tooele,Italy
Turin, UT 1,500
3,800
MTU/Detroit Diesel
Perkins 850Series 60 S60
854F-E34TA 14.0
3.4 Tooele, UT
Turin, Italy 200
1,200
MTU
Perkins 850Series 1600 6R/8V/10V/
854E-E34TA 10.5-21.0
3.4 Friedrichshafen,
Turin, Italy Germany 100
1,200
12V1600
Perkins 1200 1204F-E44TA 4.4 Peterborough, UK 11,500
MTU Series 1600 10V1600 17.5 Friedrichshafen, Germany 600
Perkins 1200 1204F-E44TTA 4.4 Peterborough, UK 24,000
MTU Series 1600 12V1600 21.0 Friedrichshafen, Germany 200
Perkins 1200 1204E-E44TA 4.4 Peterborough, UK 11,500
MTU Series 2000 12V2000C02/ 23.9 Aiken, SC 100
Perkins 1200 1204E-E44TTA
S02 4.4 Peterborough, UK 14,500
Perkins
MTU 1100
Series 2000 1104D-E44T
12V/16V/ 4.4
23.9-35.8 Wuxi, China
Friedrichshafen, Germany; 1,700
400
Perkins 1100 1104D-E44TA
18V2000G05 4.4 Peterborough,
Aiken, SC UK; Wuxi, China 250
MTU
Perkins Series 2000
1100 12V/16V/
1104C-44 26.8-40.2
4.4 Friedrichshafen,
Peterborough, UK;Germany
Curitiba, Brazil 120
500
Perkins 1100 18V2000G06
1104C-44T 4.4 Peterborough, UK; Curitiba, Brazil 500
MTU
Perkins Series 2000
1100 12V2000S06
1104C-44TA 26.8
4.4 Aiken, SC
Peterborough, UK; Wuxi, China; 50
500
MTU Series 2000 12V2000C06 26.8 Aiken,
Curitiba,SCBrazil 100
MTU
Perkins Series 2000
1100 12V2000M06
1104D-44T 26.8
4.4 Friedrichshafen,
Peterborough, UK;Germany
Wuxi, China; 140
880
MTU Series 2000 16V2000C02 31.9 Curitiba,SCBrazil
Aiken, 100
Perkins
MTU 1100 2000
Series 1104D-44TA
16V2000C06 4.4
35.7 Peterborough,
Aiken, SC UK; Wuxi, China; 2,800
80
Curitiba, Brazil
MTU Series 4000 8V4000M04 38.1 Friedrichshafen, Germany 40
Perkins 1200 1206F-E70TA 7.0 Peterborough, UK 5,000
MTU Series 4000 8V4000M04 38.1 Friedrichshafen, Germany 40
Perkins 1200 1206F-E70TTA 7.0 Peterborough, UK 1,000
MTU Series 4000 12V4000C05 57.2 Aiken, SC 20
Perkins 1200 1206E-E70TTA 7.0 Peterborough, UK 3,000
Navistar
Perkins 1100 1106D-E70TA 7.0 Peterborough, UK; Wuxi, China; 400
Navistar Navistar N9 9.3 Melrose Park,
Curitiba, BrazilIL 3,100
Navistar
Perkins Navistar
1100 N10
1106C-70TA 9.3
7.0 Melrose Park, ILUK; Wuxi, China
Peterborough, 700
400
Navistar
Perkins Navistar
1100 N13
1106D-70TA 12.4
7.0 Huntsville,
Wuxi, ChinaAL 6,500
100
PACCAR
Cummins
PACCAR PX PX-7 6.7 Rocky
Beijing,Mount,
China NC 9,500
www.us.mahle.com
www.us.mahle.com F QSF2.8 2.8 Cummins 650
www.us.mahle.com PX
F PX-9
QSF3.8 8.9
3.8 PACCAR
Cummins Rocky
Beijing,Mount,
China NC 13,000
5,500
MX
B MX-11
QSB4.5 10.8
4.5 PACCAR
Cummins Columbus,
Rocky Mount,MSNC 1,500
1,600
LEGEND
LEGEND FOR FOR NORTH
NORTH
AMERICAN
AMERICAN
HEAVY-DUTY
HEAVY-DUTY
DIESEL
DIESEL
ENGINES
ENGINES 2017 2017
LEGEND FOR NORTH AMERICAN HEAVY-DUTY DIESEL MX
V ENGINES V5.0 2017
MX-13 12.9
5.0 PACCAR
Cummins Columbus,
Columbus, MSIN 25,000
12,000
AMERICAN
AC: HEAVY-DUTY
AC: Atkinson
Atkinson
Cycle Cycle DIESEL ENGINES 2017 B ESI: QSB6.7
ESI: engineengine idleat idle6.7
CIL: CIL: cast iron
stop atstop castliners
Volvo
Cummins
iron liners Rocky Mount, NC FT: FT: forgedforged titanium 25,000
titanium
AL: AL:AC:aluminum Atkinson Cycle
aluminum CPM: CPM:CIL: cast
cast powder
cast ironMack
powder liners
Cummins
metal metal MP7
B MP7
FPMFS: ESI:
FPMFS:
B6.7 engine
forgedforged
powdered stop
powdered at 11.0
metal idle
6.7
metal Hagerstown,
Rocky Mount,MD NC HS: HS: FT:hollowhollow forged
steel 6,900
titanium
200,000
steel
CIL: Agriculture
AG: cast iron
AC:AL:Atkinson liners Cycle
aluminum TB: Truck/Bus/Coach ESI: CS:CPM:engine stop
cast at idle
powder
Mack metal MP8 FT: MP8 forgedfracture
FPMFS: titanium
forged powdered 13.0metal Hagerstown, PRA: IDI:HS:indirect
push rods, rocker
hollow steelarms
AC: Atkinson
Cycle CS:
FPMFS:
cast steel
cast steel Cummins L QSL9
HS: FPMSC:
fracture split split 8.9 Rocky Mount,MD NC IDI:
PRR: INT:
indirect
injection 9,900
injection
14,000
CPM:Generator
GS:
BT: cast powder
BT:AC:bucket Set
bucket
tappets metal
Atkinson Cycle
tappets VPC: Valves per Cylinder
DDV: DDV: forgeddirect
CS:direct powdered
castvalvetrain
drive steel
drive metal
valvetrain FPMSC: hollowforged
forged steel
fracture
powdered split
powdered
metal11.0metal INT: push rods,
IDI:intercooler rollerinjection
indirect
intercooler rockers
Volvo
Cummins D11
L D11 Hagerstown, MD 1,400
CS:
IS: BT:cast steel
bucket
CA: Industrial/Stationary
CA: cast aluminum
cast aluminum tappets fracture
DDV:
DI: DI: direct direct split
direct
injection drive
injection valvetrain IDI: L9FPMSC:
indirect
saw cut
saw injection
forged 8.9
cut powdered metal
Rocky Mount, NC RF: INT: roller followers
MAL: MAL:magnesium-aluminum
33,000
intercooler
magnesium-aluminum
DDV:Marine
CA:direct drive
cast valvetrain
aluminum FPMSC: forged powdered
DI:double-overhead-cam Volvo
metal
direct injection
Cummins D13
G INT: D13
QSG12intercooler
saw cutmetal metal 13.0
11.8 Hagerstown,
Beijing, ChinaMD RFF: MAL: roller composite
finger 18,400
followers
magnesium-aluminum
500
M:CI: CI: cast ironcast iron * Meet Tier 4 Interim DOHC:
regulations
DOHC: usingdouble-overhead-cam FRM: FRM:fiber-reinforced
fiber-reinforced composite
DI: Military
MI:
CD: CD: directcylinder
CI:cylinderinjection
cast iron
deactivation
deactivation Transitional Program for Equipment
EFI: EFI: saw cut
DOHC:
electronic
electronic Yanmar
double-overhead-cam
fuel injection
fuel injection
Cummins X MAL:ISX12
FS: magnesium-aluminum
FS:FRM:
forged fiber-reinforced
forged
steel steel metal
11.9 Jamestown, NY RRA: NA: roller rocker
NA: arms5,500
composite
DOHC:
NA:
CIFS: NotCD:
CIFS: double-overhead-cam
Available
cast iron,cylinder
cast fracture deactivation
iron, fracture
split split FRM:
Manufacturers (TPEM).ETC:
Available
ETC: fiber-reinforced
EFI:
in other
electronicelectronic
electronic
throttle metal
fuel injection
Yanmar
throttle
controlcontrol TNV composite
FS:forged
FSFS:4TNV84T
FSFS: forged
forged
steel steel
fracture
steel fracture2.0split
split Japan RT: OHV:
OHV: roller overhead-valve
tappets 28,000
NA:overhead-valve
EFI: electronic
CIFS: castfuel injection
iron, fracture split FS: forged steel
ETC: electronic Cummins
throttle control X NA: X15 information
FSFS: forgednotsteel
available 14.9
fracture split timeJamestown, NY
at press SAL: OHV: silicon aluminum 65,000
alloy liners
overhead-valve
O&G: Oil and Gas regulated areas. Yanmar TNV 4TNV98 3.3 Japan 40,000
ETC: Off-Highway
OH: electronic throttle control
Mobile FSFS: forged steel fractureCumminssplit X OHV: QSX15overhead-valve 14.9 Jamestown, NY SFI: sequential fuel injection 450
Yanmar
Cummins TNV
K 4TNV98T
QSK19-R 3.3
19.0 Japan
Seymour, IN 20,000
3,200
1 North American engine production estimates provided by Rhein Associates, Inc. Cummins K QSK23 23.0 Oyama, Japan 1,500
 Tier 3 / Stage IIIA 4, inline DI, 2 56-74 (75-99) @ 2200-2400 275-383 (203-282) @ 1600-1700 106 x 127 (4.2 x 5.0) 19.0:1 AG, GS, IS, OH ✓
Tier 3 / Stage IIIA 4, inline DI, 4 111-129 (149-173) @ 2000-2400 574-645 (424-476) @ 1400 106 x 127 (4.2 x 5.0) 17.0:1 AG, GS, IS, OH ✓
U.S./EUTier
Emissions
3 / Stage Level
IIIA 6,Layout
inline Cylinder
DI, 2 Power, kW
104-149 (139-200) (hp) @ rpm
@ 2200-2400 Torque, (441-579)
598-785 N•m (lb•ft)@@1500
rpm Bore
106 xx Stroke,
127 (4.2mm (in) Compression
x 5.0) 19.0:1 AG, Application
GS, IS, OH MAHLE
✓
Head, VPC Ratio Components
Final Tier 4 / Stage IV 6, inline DI, 4 216-241 (290-323) @ 1800 1146-1280 (843-941) @ 1800 106 x 127 (4.2 x 5.0) 17.2:1 GS ✓
Final Tier 4 / Stage IV 6, Inline DI, 4 168-224 (225-300) @ 2200-2400 1000-1057 (738-780) @ 1600-1700 sp.xx sp.
106 x 127 (4.2 5.0)Disp
Disp
Disp.
16.7:1Disp.
16:1 Disp. GS, ...
AG, GS, IS, OH ... ✓
NA
Final Tier 4 / Stage IV
6, inline
6, inline
DI
DI, 4
224 (300) @ 4300
160-192 (215-257) @ 1800
678 (500) @ 2200
849-1020 (624-750) @ 1800
85 x 94 (3.35 sp.
3.7)
106 x 127 (4.2 x 5.0) Disp
17.2:1
MI
GS ... ✓
NA
Final Tier 4 / Stage IV
V8
6, Inline
IDI, 2
DI, 4
119-187 (160-250) @ 3000-3400
104-187 (140-250) @ 2000-2400
sp. Disp Disp.
393-746 (290-550) @ 1700-2000
552-1000 (407-738) @ 1600
... 103 x 97 (4.06 x 3.82)
106 x 127 (4.2 x 5.0)
20.2:1
17.2:1
GS, M, MI, TB
AG, GS, IS, OH ✓
Interim Tier 4 / Stage IIIB 6, inline DI, 4 168-187 (225-250) @ 2200 1000-1025 (738-756) @ 1600 106 x 127 (4.2 x 5.0) 17.2:1 AG, GS, IS, OH ✓
Tier 4 Final / Stage IIIB 4, inline DI 36.4-50 (48.8-67.1) @ 2800 165-208 (121.6-153.4) @ 1800 84 x 100 (3.3 x 3.9) 18.0:1 AG, IS, OH ✓
Interim Tier 4 / Stage IIIB 6, inline DI, 4 104-187 (140-250) @ 2000-2400 549-1025 (405-756) @ 1600 106 x 127 (4.2 x 5.0) 17.2:1 AG, GS, IS, OH ✓
4, inline IDI 31.4-36.4 (42.1-48.8) @ 2400-3000 142.7-208.4 (105.3-153.7) @ 1800 84 x 100 (3.3 x 3.9) 23.3:1 AG, IS, OH ✓
Marine Tier 3 6, inline DI, 4 166 (223) @ 1800 883 (651) @ 1800 107 x 127 (4.21 x 5.0) 16.7:1 GS ✓
> 56 kW = * Tier 4 4, inline DI 63-86 (84.5-115.3) @ 2200-2500 354-450 (261.1-331.9) @ 1400-1600 99 x 110 (3.9 x 4.3) 17.0:1 AG, IS, OH ✓
Marine Tier 3 6, inline DI, 4 186-298 (249-400) @ 2400-2800 742-1016 (547-750) @ 2400-2800 106 x 127 (4.2 x 5.0) 16.3:1 OH ✓
* Tier 4 4, inline DI 61.5-129.4 (82.5-173.5) @ 2200 347-750 (256-553.2) @ 1400 105 x 127 (4.1 x 5.0) 16.5:1 AG, IS, OH ✓
Tier 3 / Stage IIIA 6, inline DI, 4 134-205 (180-275) @ 2000-2400 690-1025 (509-756) @ 1400 106 x 127 (4.2 x 5.0) 17.0:1 AG, GS, IS, OH ✓
4, inline DI 56-83 (75-111) @ 2200-2300 265-418 (195-308) @ 1400 105 x 127 (4.1 x 5.0) 18.2:1 AG, IS, OH ✓
Final Tier 4 / Stage IV 6, inline DI, 4 273-345 (366-462) @ 1800 1443-1730 (1061-1272) @ 1800 118 x 136 (4.6 x 5.4) 16.0:1 GS ✓
Final4Tier
Tier Final4 // Stage
Stage IVIV 6,
6, Inline
inline DI,DI4 187-317 (250-425)
116-225 @ 2000-2200
(156-301.7) @ 2200 1120-1685
755-1274(826-1243)
(557-940) @@ 1600
1400 118
105 xx 136
135 (4.6
(4.1 xx 5.4)
5.3) 16.0:1
16.5:1 AG, GS,
AG, IS,
IS, OH
OH ✓
✓
Interim Tier 4 / Stage
* TierIIIB4 6,
6, inline
inline DI,DI4 242-317
140-225 (325-425) @ 2000-2200
(187.7-301.7) @ 2200 1444-1685 (1065-1243) @
890-1257 (656.4-927.1) @ 1600
1400 118
105 xx 136
135 (4.6
(4.1 xx 5.4)
5.3) 16.0:1
16.5:1 AG, GS,
AG, IS,
IS, OH
OH ✓
✓
Interim Tier 4 / Stage IIIB 6,
6, inline
inline DI,DI4 187-224
112-162 (250-300)
(150-220) @ @ 2000-2200
2000-2200 1120-1305
672-900 (495-664)(826-963) @ 1600
@ 1100-1400 118
105 xx 136
135 (4.6
(4.1 xx 5.4)
5.3) 16.0:1
18.2:1 AG, GS,
AG, IS,
IS, OH
OH ✓
✓
Marine Tier 3 6, inline DI, 4 213-317 (285-425) @ 2100-2400 967-1262 (713-931) @ 2100-2400 118 x 136 (4.6 x 5.4) 16.3:1 OH ✓
Tier 4 Final / Stage
Marine Tier IV3 6, inline DI,DI4 224-298 (325-550)
242-410 (300-400) @ 2100-2500
1800-2200 1371-1726
1100-1966 (1011-1273)
(812-1450) @ 1400
@ 2100-2500 115 x 136
118.4 149 (4.66
(4.53 x 5.35)
5.87) 17.0:1
16.3:1 AG, IS, OH ✓
Tier 3 / Stage
* TierIIIA4 6, inline DI,DI4 168-298
224-261 (225-400)
(300-350) @ 2000-2200
1800-2200 984-1554 (1010-1177)
1369-1596 (726-1146) @ @ 1500
1400 115118 x 136
x 149 (4.6x x5.87)
(4.53 5.4) 16.0:1
17.0:1 AG, GS,AG, IS,
IS, OH ✓
Final Tier 4 / Stage IV 6, Inline
inline DI,DI4 205-280 (275-375) 473 (634) @ 1800
@ 1800-2200 1225-1668 2510 (1846) @
(904-1230) @ 1800
1400 112132 x 165
x 149 (5.2x x5.87)
(4.41 6.5) 15.3:1
16.1:1 GS
AG, IS, OH ✓
Final Tier 4 / Stage IV 6, Inline
inline DI,DI4 309-448
242-336 (414-600)
(325-450) @ 2100
@ 1800-2100 1986-2750
1487-2056(1465-2028)
(1097-1516) @ @ 1550
1400 130132 x 165
x 140 (5.2x x5.51)
(5.12 6.5) 15.3:1
17.2:1 AG, GS,AG, IS,
IS, OH ✓
Interim
Tier Tier 4 / /Stage
4 Final StageIIIB
IV 6, inline DI,DI4 298-448
287-388(400-600)
(385-520)@ @1900-2100
1800-2100 1870-2660 (1379-1962)
1760-2381 @ 1500-1600
(1298-1756) @ 1400 132x x157
130 165(5.12
(5.2 x 6.2)
6.5) 15.3:1
17.0:1 AG, GS,AG, IS,
IS, OH ✓
Tier 3 / Stage
* TierIIIA4 6, inline DI,DI4 261-448
287-388(350-600)
(385-520)@ @1900-2100
1800-2100 1602-2550
1760-2381(1182-1881)
(1298-1756) @ @ 1400 132x x157
130 165(5.12
(5.2 x 6.2)
6.5) 16.0:1
17.0:1 AG, GS,AG, IS,
IS, OH ✓
6, inline DI 287-388 (385-520) @ 1800-2100 1760-2215 (1298-1634) @ 1400 130 x 157 (5.12 x 6.2) 17.3:1 AG, IS, OH ✓
Tier 4 Final / Stage IV / * Tier 4 3,
6, inline DI 354-433 (475-580)37.0 (49.6) @ 2700
@ 1800-2100 2176-2655150.5 (111.0) @ 1600
(1605-1959) 1400 87137
x 102.4
x 171(3.43
(5.4 x 4.03)
6.73) 18.1:1
17.0:1 AG,AG,
IS, M,
IS, OH ✓
Tier 4 4,
6, inline DI 328-444 (440-595)37.4 (50.2) @ 2700
@ 1800-2100 2012-2717159.8 (117.9) @ 1600
(1484-2004) 1400 87 x x102.4
137.2 171.4(3.43
(5.4 x 4.03)
6.75) 18.1:1
18.0:1 AG,AG,
IS, M,
IS, OH ✓
Tier IV4
Tier 4 Final / Stage 4,
6, inline DI 429-597 (575-800)48.6 (65.1) @ 2700
@ 1800-2000 2696-3710198.5 (146.4) @ 1600
(1988-2736) 1300 87145
x 102.4
x 183(3.43
(5.71x x4.03)
7.2) 18.1:1
16.0:1 AG,AG,
IS, M,
IS, OH ✓
* Tier 4 4,
6, inline DI 447-563 (600-755)53.0 (71.1) @ 2700
@ 1800-1900 225.0 (165.9) @ 1600
2749-3501 (2072-2582.2) 1400 87145
x 110.0
x 183(3.43
(5.71x x4.33)
7.2) 16.8:1
16.0:1 AG,AG,
IS, M,
IS, OH ✓
Tier 4 4,
6, inline DI 429-597 (575-800)55.4 (74.3) @ 2600
@ 1800-2100 2628-3655265.0 (195.5) @ 1500
(1938-2696) 1400 94145
x 120.0
x 183(3.70
(5.71x x4.72)
7.2) 17.5:1
16.3:1 AG,AG,
IS, M,
IS, OH ✓
Tier 4Tier
Final4 4, inline
V12 DI 597-78386.4 (115.8) @ 2600
(800-1050) 1800 3635-4674379.0 (279.5) @ 1500
(2681-3447) 1200 100 x 120.0
137.2 (3.94
x 152.4 (5.4x x4.72)
6.0) 17.0:1
16.0:1 AG,AG,
IS, M,
IS, OH ✓
V12 DI 597-858 (800-1150) @ 1800-2100 3657-5255 (2698-3876) @ 1400 137.2 x 152.4 (5.4 x 6.0) 16.5:1 AG, IS, OH ✓
Stage Tier
IIIA /4Tier
Final3 4, inline
V12 DI,DI4 145 (195) @ 2200
746-895 (1000-1200) 1800 5184-5861750(3824-4323)
(555) @ 1200-1600
@ 1200 145106 x 136
x 162 (4.2x x6.38)
(5.71 5.4) 18.0:1
15.0:1 AG, IS, OH ✓
Stage IIIB / Tier 4* Interim
Tier 4 4, inline
V12 DI,DI4 95-150
839-895 (127-201) @ 2200
(1125-1200) 1800 500-800
5054-5429(370-590) @ 1200-1600
(3728-4005) @ 1400 145106 x 136
x 162 (4.2x x6.38)
(5.71 5.4) 18.0:1
15.0:1 AG, IS, OH ✓
Stage IV / Tier 4 Final 4,
6, inline DI,DI4 100-170
298-347 (400-465)(134-228) @ 2200
@ 1800-2100 600-900 (443-664)
1427-1841 (1053-1358)@ 1200-1600
@ 1800 110x 165.1
137.2 x 135 (4.3
(5.4 x 5.3)
6.5) 17.6:1
14.5:1 AG, IS,AG,
OH,IS,O&G
OH ✓
Stage IIIA / Tier 3 6, inline
V8 DI,DI4 130-205
746-820 (174-275) @ 2200
(1000-1100) 1800 675-1100Up(500-810) @ 1200-1600
to 4337 (3199) @ 1400 102170
x 130 (4.02
x 190 (6.7x x5.12)
7.5) 18.0:1
14.0:1 AG, IS,AG,
OH,IS,O&G
OH ✓
Stage IIIA / Tier 3 6, inline
V12 DI,DI4 761-1119220-240
(1020-1500) (295-322) @ 2200
@ 1200-1800 1200-1300Up(885-960) @ 1200-1600
to 6210 (4580) @ 1400 106
170 x 136
190 (4.2
(6.7 x 5.4)
7.5) 18.0:1
13.0:1 AG, IS,AG,
OH,IS,O&G
OH ✓
Stage IIIB / Tier 4 Interim 6, inline
V12 DI,DI4 175-240
1119-1231 (234-322) @ 2200
(1500-1650) 1800 850-1300Up(625-960) @ 1200-1600
to 7153 (5276) @ 1400 106
170 x 136
190 (4.2
(6.7 x 5.4)
7.5) 18.0:1
14.0:1 AG,
AG, IS,
IS, OH ✓
Stage IV / Tier 4 Final 6, inline
V12 DI,DI4 180-260 1120(241-349)
(1500) @ 2200
1800 1000-1400Up(738-1033)
to 7321 (5400)@ 1200-1600
@ 1400 110
170 x 135
190 (4.3
(6.7 x 5.3)
7.5) 17.6:1
14.7:1 AG, IS,AG,
OH,IS,O&G
OH ✓
Stage IV / Tier 4 Final 6, inline
V16 DI,DI4 280-320 (375-429)
1011-1492 (1355-2000) @ 1700
@ 1200-1800 1900-2100 (1401-1549)
Up to 6763 (4988) @@ 1400
1300 125
170 x 145
190 (4.9
(6.7 x 5.7)
7.5) 17.6:1
13.0:1 AG, IS,AG,
OH,IS,O&G
OH ✓
Stage IIIA / Tier 3 6, inline
V16 DI,DI4 220-375
1492-1640 (295-503) @
(2000-2200) @ 1800 1300-2200
Up to 9536 (960-1620)
(7034) @@ 1400
1300 128
170 x 166
190 (5.0
(6.7 x 6.5)
7.5) 18.0:1
14.0:1 AG, IS,AG,
OH,IS,O&G
OH ✓
Stage
TierIIIB / Tier/ 4Stage
4 Final Interim
IIIB 6, inline
4, DI,DI4 265-375 (355-503)
36 (49) @@ 2800
1800 1750-2200 (1290-1620)
165 (122) @ @ 1800
1300 128
84 x 166
100 (5.0
(3.3 x 6.5)
3.9) 18.0:1 AG,
AG, IS,
IS, OH ✓
Stage
Tier IV / Tier
4 Final / Stage4 Final
IIIB 6, inline
4, DI,DI4 320-390 (429-523)
50 (67) @@ 2800
1700 2100-2450 (1549-1807)
208 (153) @ @ 1800
1300 132
84 x 156
100 (5.2
(3.3 x 6.1)
3.9) 17.3:1
18.0:1 AG, IS,AG,
OH,IS,O&G
OH ✓
Stage IIIA */ Tier Tier 34 V6
4, inline DI,IDI4 260-315
31-38 (42-51)(349-422) @ 1800
@ 2200-3000 1730-2000 (1275-1475) @ 1080-1300
143 (105) @ 1800 130
84 x 150
100 (5.1
(3.3 x 5.9)
3.9) 18.0:1
23.3:1 AG,AG,
IS,GS,
OH,IS,O&G
OH ✓
Stage IIIB / Tier 4 Interim V6 DI, 4 265-350 (355-469) @ 1800 1850-2300 (1365-1695) @ 1300 130 x 150 (5.1 x 5.9) 18.0:1 AG, IS, OH ✓
Stage IV / Tier*4Tier Final4 4, inline
6, inline DI,IDI4 36-46
400-460 (48-61) @ 2600-3000
(536-617) @ 1700 154-189
2600-2900 (114-139) @
(1918-2139) @ 1800
1300 84 x 100 (3.3 x
139 x 171 (5.5 x 6.7)3.9) 23.3:1
17.3:1 AG, GS, IS,
AG, IS, OH, O&G OH ✓
✓
Stage IIIA / Tier 3 V8 DI, 4 330-480 (442-644) @ 1800 2150-2800 (1585-2065) @ 1300 130 x 150 (5.1 x 5.9) 18.0:1 AG, IS, OH, O&G ✓
* Tier 4 4, inline IDI 49 (66) @ 2800 208 (154) @ 1800 84 x 100 (3.3 x 3.9) 23.3:1 AG, GS, IS, OH ✓
Stage IIIB / Tier 4 Interim V8 DI, 4 375-480 (503-644) @ 1800 2400-3000 (1770-2210) @ 1300 130 x 150 (5.1 x 5.9) 18.0:1 AG, IS, OH ✓
Stage II
Tier 4 Final / Stage / TierIIIB2 6,
4, inline
inline DI,DI4 336-496(60.3-74.3)
45-55.4 (450-665) @ @ 2000-2300
2200-2500 2237-2576
243-318 (1650-1900)
(179.2-234.5) @ 1350
@ 1400-1600 133
99 xx 168
110 (5.2
(3.9 xx 6.6)
4.3) 16.0:1
17.0:1 AG,AG,
IS,GS,
OH,IS,O&G
OH ✓
✓
TierStage
4 FinalIIIA/ Stage
/ Tier IV3 6,
4, inline
inline DI,DI4 242-496
63-90(325-665)
(84-121) @ @ 1800-2300
2200-2500 1559-2576
354-490 (1150-1900)
(261-361) @@ 1350
1400 133
99 xx 168
110 (5.2
(3.9 xx 6.6)
4.3) 16.0:1
17.0:1 AG,AG,
IS,GS,
OH,IS,O&G
OH ✓
✓
Stage IIIA / Tier 2 */ Tier Tier 34 6, inline; V8;
4, inline DI,DI4 200-668
55-86(268-896)
(74-115) @ @ 2200-2500
1500-1800 344-450 (254-332) @ 1200-1600 NA 122
99 xx 110
150 (3.9
(4.8 xx 4.3)
5.9) 17.5:1
17.0:1 AG, GS, IS, OH GS ✓
✓
V10; V12
Tier 4 Final / Stage IV 4, inline DI 70-110 (94-148) @ 2200 450-560 (332-413) @ 1400 105 x 127 (4.1 x 5.0) 16.5:1 AG. IS, OH ✓
Tier 4 Final V10 DI, 4 567-613 (760-822) @ 1900-2100 3385-3517 (2497-2594) @ 1200-1300 122 x 150 (4.8 x 5.9) 17.5:1 AG, IS, OH, O&G ✓
Tier 4 Final / Stage IV 4, inline DI 105-129 (141-174) @ 2200 630-750 (465-553) @ 1400 105 x 127 (4.1 x 5.0) 16.5:1 AG. IS, OH ✓
Tier 4 Final V12 DI, 4 636-736 (853-987) @ 1900-2100 4020-4220 (2965-3113) @ 1300 122 x 150 (4.8 x 5.9) 17.5:1 AG, IS, OH, O&G ✓
* Tier 4 4, inline DI 62-110 (83-148) @ 2200 347-560 (256-413) @ 1400 105 x 127 (4.1 x 5.0) 16.5:1 AG, IS, OH ✓
Tier 2 V12 DI, 4 567-750 (760-1005) @ 2100 3098-4204 (2280-3100) @ 1350-1500 130 x 150 (5.1 x 5.9) 16.0:1 AG, IS, OH, O&G ✓
* Tier 4 4, inline DI 105-129 (141-174) @ 2200 650-750 (479-553) @ 1400 105 x 127 (4.1 x 5.0) 16.5:1 AG. IS, OH ✓
Tier 2 4, inline
V12; V16; DI,DI4 515-1310 (691-1757)75 @(100) @ 2200
1500-1800 420 (310) @ 1400
NA 105
130 xx 127
150 (4.1
(5.1 xx 5.0)
5.9) 16.2:1
16.0:1 AG, GS, IS, OH
GS ✓
✓
4, inline
V18 DI 75-106 (100-142) @ 2200 441-558 (325-412) @ 1400 105 x 127 (4.1 x 5.0) 16.2:1 AG, GS, IS, OH ✓
Tier 4 Interim V12; V16;
4, inline DI,DI4 665-1371 (892-1839)64@(86)
1500-1800
@ 2400 NA
302 (226) @ 1400 135 x 127
105 156 (4.1
(5.3 x 5.0)
6.1) 16.5:1,
19.3:1 GS
AG, GS, IS, OH ✓
V18
4, inline DI 75 (100) @ 2300 415 (306) @ 1350 105 x 127 (4.1 x 5.0) 17.5:1
18.2:1 AG, GS, IS, OH ✓
Tier 4 Interim V12
4, inline DI,DI4 783-858 (1050-1150)
97 (130) @@ 2100
2200 4640-4911 (3423-3622)
500 @ 1300-1600
(369) @ 1400 135
105 xx 156
127 (5.3
(4.1 xx 6.1)
5.0) 16.5:1
18.2:1 AG, GS, IS,O&GOH ✓
✓
Tier 4 Interim V12 DI, 4 783 (1050) @ 1800-2100 4636 (3419) @ 1100 135 x 156 (5.3 x 6.1) 16.5:1 AG, IS, OH ✓
EPA T3 Recreational V12
4, inline DI,DI4 1268-1432 (1700-1920)
75 (100) @ 2450
2200 NA
392 (289) @ 1400 135 x 127
105 156 (4.1
(5.3 x 5.0)
6.1) 16.1:1
18.2:1 AG, GS, IS, OH M ✓
Tier 2 V16 DI, 4 783-1120 (1050-1500) @ 1800-2100 4450-6005 (3288-34429) @ 1350-1500 130 x 150 (5.1 x 5.9) 16.0:1 AG, IS, OH, O&G ✓
Tier 4 Interim 4, inline
V16 DI,DI4 97083(1301)
(111) @
@ 2100
2200 418(3899)
5286 (308) @
@ 1400
1400 105 xx 156
135 127 (5.3
(4.1 xx 6.1)
5.0) 18.2:1
16.5:1 AG,AG,
GS, IS,
IS, OH
OH ✓
✓
EPA T3 Commercial V8 DI, 4 746-895 (1000-1200) @ 1600-1800 NA 170 x 210 (6.7 x 8.3) 19.8:1 M ✓
Tier 4 Final / Stage IV 6, inline DI 116-151 (156-202) @ 2200 755-870 (557-642) @ 1400 105 x 135 (4.1 x 5.3) 16.5:1 AG, IS, OH ✓
EPA T3 Commercial V8 DI, 4 746-895 (1000-1200) @ 1600-1800 NA 170 x 210 (6.7 x 8.3) 19.8:1 M ✓
Tier 4 Final / Stage IV 6, inline DI 151-225 (202-302) @ 2200 983-1274 (725-940 @ 1400 105 x 135 (4.1 x 5.3) 16.5:1 AG, IS, OH ✓
Tier 4 Final V16 DI, 4 1150-1500 (1542-2012) @ 1800 7351-9588 (5422-7072) @ 1494-1500 170 x 210 (6.7 x 8.3) 15.5:1 AG, IS, OH ✓
* Tier 4 6, inline DI 140-225 (188-302) @ 2200 890-1257 (656-927) @ 1400 105 x 135 (4.1 x 5.3) 16.5:1 AG, IS, OH ✓
6, inline DI 116-205 (156-275) @ 2200-2500 706-1050 (520-774) @ 1400 105 x 135 (4.1 x 5.3) 16.8:1 AG, IS, OH ✓
EPA 2010 6, inline DI, 4 223-246 (300-330) @ 2200 1166-1288 (860-950) @ 1200 117 x 146.1 (4.59 x 5.75) 17.2:1 TB ✓
EPA 2010 6,
6, inline
inline DI,DI4 230-276
112-162 (310-370)
(150-217) @ 2200
@ 1200-1400 1425-1695
687-900 (1050-1250)
(507-664) @ 1200
@ 1200-1400 117 x105
146.1 (4.59
x 135 (4.1x x5.75)
5.3) 17.2:1
18.2:1 TB
AG, IS, OH ✓
✓
EPA 2010 6,
6, inline
inline DI,DI4 272-354
112-129 (365-475)
(150-172) @ 1700
@ 2000-2200 1695-2305
672-750 (1250-1700)
(495-552) @ 1000
@ 1100-1300 126105
x 166 (4.96
x 135 (4.1x x6.54)
5.3) 17.0:1
18.5:1 TB
AG, IS, OH ✓
✓

Euro 6 Tier
/ EPA4 2013
Final 6,
4, inline
inline DI,
DI, 44 149-268 (200-360)
37-55 (49-74) @
@ 1600-2400
2200-2500 705-1085 (520-800)
190-300 @ 1600-1800
(140-221) @ 1600 10794x x124
100(4.21
(3.7 xx 4.88)
3.94) 17.3:1
NA TB
AG, GS, IS, OH ✓
✓
Euro 6 Tier
/ EPA4 2013
Final 6,
4, inline
inline DI,
DI, 44 194-335
55-99(260-450)
(74-132) @@ 1400-2100
2000-2500 976-1695
400-488(720-1250)
(295-360) @
@ 1300-1400
1300-1600 114
102 xx 145
115 (4.49
(4.02 xx 5.69)
4.53) 16.6:1
NA TB
AG, GS, IS, OH ✓
✓
Euro 6 Tier
/ EPA4 2013
Final 6,
4, inline
inline DI,
DI, 44 250-320
90-130 (335-430)
(121-173) @ 1600
@ 1700-2500 1560-2237470-705
(1150-1650) @ 900-1700
(347-520) @ 1500 123
107 xx 152
124 (4.84
(4.21 xx 5.98)
4.88) 18.5:1
NA TB
AG, GS, IS, OH ✓
✓
Euro 6 / EPA
EPA 2017
2013 6, inline
V8 DI,
DI, 44 303-380
149-205 (405-510)
(200-275) @
@ 1600
3200 1966-2500 (1450-1850) @ 900/1000-1700
705-759 (520-560) @ 1600 13094x 162
x 90(5.12
(3.7 xx 3.54)
6.38) 18.5:1
NA TB
TB ✓
✓
PRA: PRA:Tier
push4 Final
rods,
push rocker 6,
rods, rocker
armsinline
arms DI, 4 109-231 SFS:
(146-310) @ 1500-2500
SFS:sinter sinter
forgedforged
steel steel 672-1044 (496-770) @ 1500VI: VI: 107 x 124
variable (4.21intake
variable
intake x 4.88) NA AG, GS, IS, OH, M ✓
GHG 2017
PRR: PRR: / EPA
PRA:EPA 2017
push 2017 push
rods,
push rods,
roller
rods, 6, inline
6,rocker
inline
rockers
roller arms
rockers DI,
DI, 44 242-317 (325-425)
SOHC:
149-242 SFS:
SOHC: @ 1500-1900
(200-325) @sinter
2400forged steel
single-overhead-cam
single-overhead-cam 1708-2115
705-1017 (1260-1560)
(520-750) @ 1200VTEC:VTEC:
@ 1600-1800 VI:123
107 xx 152
124
variable (4.84
variable xxintake
(4.21timing
variable
valve valve 5.98)
4.88)
timing
and liftand lift 17:1
electronicNA controlcontrol
electronic TB
TB ✓
✓
SFS:
GHG RF:PRR:
2017 sinter2017
/Tier
EPA forged steel
pushfollowers
rods,6,roller
inlinerockers DI, VI: SPR: variable
SOHC: intake
single-overhead-cam VTEC: variable valve timing
valveand lift electronic control TB
DI, 44 309-362 (415-505) @ 1500-1800 1979-2522 (1460-1860) @ 1200i-VTEC: 131 xx 158 (5.16 xxvariable
6.22) 17:1
i-VTEC: ✓
RF:
SOHC:RFF:
roller
4 followers
roller
Final
single-overhead-cam
6, inline 186-298 SPR:
(250-400) supercharger
VTEC:Ti-VCT:
@ supercharger
1600-2100
variable valve timing
1085-1627
andvariabl
(800-1200)
lift electronic control
@ 1400-1500 intelligent
114 intelligent
145 variable
(4.49 valve
5.69) NA AG, GS, IS, OH ✓
GHG 2017RF:
RFF: roller
/ EPA roller
finger
EPA 2017roller
2017 followers
finger
followers
followers
6, inline DI, Ti-VCT: SPR:
Twin supercharger
Independent
Twin Independent
variabl i-VTEC:
timing intelligent
timing
and liftand variable
electronic
xxlift valvecontrol
electronic
control
DI, 44 242-317
194-283 (325-425) @
@ 1400-1900 1627-2102 (1250-1550) @ 1200 123 xx 152 (4.84 5.98) 17:1 TB ✓
SPR: RRA:
RRA: RFF:supercharger
roller roller
rocker
roller
6,arms
finger
rocker
arms
inline
followers (260-380)
i-VTEC: Ti-VCT:
cam
1900-2100
intelligent variable
Twin
timing
cam valve976-1695
Independent
timing variabl (720-1250) @ 1300-1400VCT: VCT:114 145
variable
(4.49cam
timing
variable and
cam timing
5.69) NA
lift electronic control
timing
TB ✓
GHG 2017RRA:
Ti-VCT: / EPA
Twin
Tier 4 2017
Independent
roller rocker
Final 6, inline
6,variabl
arms
inline DI,
DI, 43 250-361
250-383 (375-500) @
@ 1400-1800
(335-513) timing and
camlifttiming
1700-2100 1830-2508
1695-2299 (1450-1850)
electronic control (1250-1696) @@ 1100
1400 131
VCT: 132x x158 (5.16
(5.2 xxcam
variable
144 6.22)
5.67) timing 17:1
NA TB
AG, GS, IS, OH
✓
RT: RT: roller tappets
roller tappets TVVT: TVVT:Twin variable
Twin variable
valve timing
valve timing VVL VVL variable
variable
valve lift
valve lift
SAL: SAL: cam2017
RT:EPA
silicontiming
rolleraluminum
silicon
aluminum tappets
alloy liners
alloy liners
6, inline DI, 4 VCT: TRBO:
231-335 TRBO:
(310-450) variable
TVVT: cam variable
Twin
turbocharger timing valve 1559-2237
turbocharger
@ 1800-2100 timing VVL
(1150-1650) @ 1100VVT: VVT: variable
130 x 150variable
variable
valve xvalve
(5.11timing
valve lift
timing
5.91) NA TB ✓
TVVT:
Tier 4SAL:Twin
/EPA
Stagevariable fuelvalve
silicon
IIIA 4,timing
aluminum
inlinealloy liners DI, VVL 42.7 variable
TRBO: valve liftturbocharger
@turbocharger VVT: 90variable xxvalve timing
SFI: SFI: sequential
sequential injection
fuel injection DI, 44 298-451 TRBO-TS: (57.3)
TRBO-TS:
twin-scroll 3000
twin-scroll
turbocharger 131@(96) @ 3000VVTL:VVTL: 84x x169
variable (3.30
variable
valve 3.54)
(5.39timing
valve timing
and liftand 18.9:1
control
lift control AG, GS, IS, OH ✓
2017
TRBO: SFI:turbocharger sequential6,fuelinline
injection (400-605) @ 1800-2000
VVT: TRBO-TS:
variable valve timing
twin-scroll 1966-2778 (1450-2050)
turbocharger 1000-1200 137
VVTL: variable 6.65)
valve timing and liftNA control TB ✓
Tier 4 / Stage IIIA 4,
6, inline DI,
DI, 44 52.1 (69.9) @ 2500 193 (142) @ 2500 98 x 110 (3.85 x 4.33) 18.5:1 AG, GS, IS, OH ✓
TRBO-TS:Tier 4 Final
twin-scroll turbochargerinline 336-503 (450-675)
VVTL: @ 1800-2100
variable valve timing and lift2237-2778
control (1650-2050) @ 1400 137 x 169 (5.39 x 6.65) NA AG, GS, IS, OH ✓
Tier 4Tier
/ Stage IIIA
4 Final 4,
6, inline
inline DI,
DI, 44 64.1 (86.0) @
567 (760) @ 1800-2000 2500 238 (175) @ 2500
3084 (2275) @ 1500 98 x 110 (3.85 x
159 x 159 (6.26 x 6.26)4.33) 18.1:1
NA AG, GS, IS, OH
OH ✓
✓
Tier 4 Final* 6, inline DI, 4 567-708 (760-950) @ 1800-2100 3468-3928 (2558-2897) @ 1350-1400 170 x 170 (6.69 x 6.69) NA GS, IS, M, OH ✓
THE MAHLE DNA—
WHAT DRIVES US.

Our mission is to offer innovative mobility solutions that stand for clean air,
fuel efficiency, driving pleasure and reliability. We aim to fulfill this mission
along the entire powertrain, regardless of whether the vehicle is driven by a
combustion engine, battery or fuel cell. We develop inspiring solutions for
our customers and address the issues of vehicle purchasers with our key
topics: Clean Air, both inside and outside the vehicle, Fuel Efficiency, Driving
Pleasure and Reliability — these commitments inspire the development
activities of MAHLE today.

Developing and manufacturing premium components has always been our

core competence. From engine systems and components to filtration and
thermal management, MAHLE components and systems are used on and
off the road—in stationary applications, for mobile machinery, railroad,
marine and aerospace applications.

www.us.mahle.com