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Extreme Precision

Sept. 11, 2013
Constant research and innovation are necessary as engine manufacturers look to the next level beyond Tier 4.

Constant research and innovation are necessary as engine manufacturers look to the next level beyond Tier 4.

THE PARTICIPANTS

  • Michael Rickey, senior manager, Honda Engines
  • Mike Cullen, Perkins 1200 Series product marketing manager
  • Justin Blount, vice president of marketing, Kohler Engines
  • Brad Murphy, vice president and COO, Subaru Industrial Power Products
  • Bengt Johansson, specialist in emissions and emission regulations, Volvo Construction Equipment 
  • Doug Laudick, manager of product planning, John Deere Power Systems

RER: What is new with your product line? What changes have you made to keep up with regulatory requirements?

Rickey: Earlier in 2013,Honda introduced an all-new, GXR120 general purpose engine developed as an ideal source of power for rammers, equipment used to compact soil or other granular material. Designed to provide durability and reliability for heavy-duty applications, the Honda GXR120 is capable of meeting the high demands that rammers require of the engine, frame and operator. With a displacement of 121 cc, the engine can power 110- to 175-pound rammers at multiple altitudes with ease. A new, special cast-iron cylinder sleeve and high carbon-steel, dual-ball bearing crankshaft provide improved engine strength. To further enhance engine durability, the recoil starter and fan cover of the new GXR120 are even more robust through the incorporation of steel in the design.

When developing the GXR120 for the rammer marketplace, Honda engineers identified the need for a more compact and lightweight engine footprint to allow for increased versatility in frame mounting. Using an overhead camshaft orientation, Honda incorporated a maintenance-free, low-noise timing belt to create a smaller, lighter and quieter engine. 

Since quiet operation and low noise are critical for rammer equipment operators, the GXR120 includes a newly designed and very compact muffler, which is 22 mm (.87 inches) narrower than the muffler used as standard on the Honda GX100 engine. This smaller muffler, combined with the OHC engine layout, reduces operation noise by 1dB over the current GX100 engine. A heavy-duty recoil starter and automatic decompression system allow for easy engine starting, while an oil-alert feature prevents the engine from starting if the oil level is too low. An innovative lubrication system with a dual-breather chamber optimizes engine lubricating performance in most rammer operating conditions. 

Late in 2012, Honda introduced its all-new series of general purpose engines.  Starting with the GCV160 engine, Honda will introduce new models on a rolling basis.  These new engines, with all new class-leading features, are uniquely designed to provide Honda’s legendary smooth and reliable power to a variety of residential and commercial products.  Regardless of engine series, engine model will feature lower weight, improved cooling, innovative design enhancements, more flexibility in use, and the possibility of future personalization by end users.

The launch of these products during the last year reinforces Honda’s core focus areas: continuous improvement of technology and the integration of innovation and environmental operating attributes into products. The company has a long history of meeting and/or exceeding all EPA and CARB regulations earlier than is required, and plans to do so going forward as new compliance standards are announced.

Engine manufacturers are looking beyond Tier 4 as engines continue to evolve. (Photo courtesy of Perkins)

Increased power, fuel economy benefits and greater flexibility across the Perkins range at U.S. EPA Tier 4 Interim / Tier 4 Final and EU Stage IIIB / Stage IV, means original equipment manufacturers have a number of options available to them, depending on their specific requirements.

Across the Perkins engine range we have listened to our customers and designed products that meet their needs and deliver excellent levels of transient response and support a machine’s ongoing productivity. The flexibility and overlap in the powers across the range also give OEMs a greater choice of power solutions, tailored to their machines.

For OEMs wanting a lot of torque at low speed, the single turbo Perkins 1206F-E70TA is a seven-liter, six-cylinder unit capable of producing up to 202 hp (151 kW) at 2,200 rpm with maximum torque of 870 Nm at 1,400 rpm.

The Tier 4 Final / Stage IV six cylinder range also includes the twin turbo 1206F-E70TTA, which delivers 300 hp (225 kW), giving OEMs that may previously have chosen a larger engine, the choice of the same power from a smaller engine package.

Perkins has sought to minimize the impact of the after-treatment required to meet Stage IV/Tier 4 Final requirements, in particular the significant reduction in NOx. This has been achieved through packaging the diesel oxidation catalyst (DOC) / diesel particulate filter (DPF) canister and the selective catalytic reduction (SCR)system into one integrated module, which can be positioned remotely in a machine chassis or directly on top of the engine.

Perkins also offers a 1204F, 4.4 liter, four-cylinder after-cooled engine in a choice of two versions: the 1204F-E44TA which produces 147 hp (110 kW) and delivers improved fuel economy while offering greater power and torque, and the 1204F-E44TTA, with powers up to 175 hp (130 kW), ensuring extra power density, low-speed torque and faster transient response.

Both 1204F models use compact after-treatment comprising DOC / SCR modules. This solution removes the need for a regeneration strategy for soot, since the formulation of particulate emissions is prevented in the combustion process.

Designed to meet Tier 4 Final / Stage IV emission standards greater than 75 hp (56 kW), the latest addition to the Perkins range is the 4-cylinder, 3.4-liter 854F-E34TA, which incorporates specially optimized SCR technology. Packaged separately from the DOC module, it can be mounted in either a horizontal or vertical position, giving more installation flexibility in the engine bay, while space saving is enhanced through the absence of a DPF, enabled by the introduction of a four-valve cylinder head and increasing the common rail fuel pressure to 1800 bar.

Performance from the 854F-E34TA has been boosted to 121 hp (90 kW) with a maximum torque of 490 Nm thanks to its single-stage turbo with smart wastegate. Rated speed is between 2,200 and 2,500 rpm.

The good news for the end user at Tier 4 Final / Stage IV is that performance improvements across the full range have not come at the expense of fuel consumption.

With the addition of a second liquid, namely Diesel Exhaust Fluid (DEF), we expect the net fluid consumption of our Tier 4 Final / Stage IV products to improve over our Tier 4 Interim / Stage IIIB products. Diesel fuel consumption will improve and will be partially off-set by DEF consumption, with a net fluid consumption improvement overall.

Lastly, we are adding a line of top-of-the-line “pro”-sumer engines for the lawn and landscape market, trademarked Confidant.

We began the Final Tier 4/Stage IV design process by listening to our customers, and we have worked with them every step of the way to ensure our solutions deliver the industry-leading performance and low operating cost they expect from John Deere. Our building-block approach has enabled us to adopt the best available technologies to meet each new regulatory tier, and this continues with Final Tier 4/Stage IV.

Blount: The past year has been a tremendous success for Kohler Engines from a product-innovation standpoint. We released a variety of new engine models that have significant application for the rental market. First and foremost was our electronic fuel injection (EFI) propane engine, which combines Kohler’s closed-loop on EFI system with the fuel efficiency and emissions benefits of propane. We were thrilled to learn this summer that this engine powers the new mowers that maintain the lawn on the National Mall in Washington, D.C.

In our small gasoline engine lineup, we introduced gear reduction options on our 7-, 9.5- and 14-hp Command PRO horizontal engines, featuring reduced revolutions per minute speed and increased torque, which offers additional power options to meet the diverse needs of today’s rental industry.

On the diesel side, we introduced an updated air-cooled, single-cylinder diesel engine, our KD440. The redesigned model offers improved performance, reduced maintenance costs and increased ease-of-use for operators in the construction and agriculture industries. Key upgrades include a new air filter, a modified tank, a new drain tap, and an updated recoil pulley.

We are also in production with our Tier 4 Final emission-compliant, heavy-duty diesel engines (our KDI models), which offer optimized fuel consumption, limited emissions, and remarkable performance without the use of a diesel particulate filter.  These 1.9- and 2.5-liter engines feature Kohler’s direct injection system, cooled exhaust gas recirculation and diesel oxygenated catalyst.

Murphy: Fortunately, our advanced overhead cam technology and hemispherical combustion chambers put us ahead of the curve, so we didn’t have to make any changes to our small engines to comply with the new emission standards.

We’ve added two big block engines that comply with all current EPA requirements and provide a viable alternative to diesel engines. At 35-horsepower and 40-horsepower, these V-Twins meet a growing demand for larger, air-cooled gasoline engines that deliver increased power for a wider range of applications. The standard four-cycle OHV engines are 999cc and are ideal for equipment such as concrete cutting, riding trowels, utility vehicles, and ride-on blowers.

Johansen: For most engine models, Volvo Construction Equipment will useselective catalytic reduction technology in addition to a diesel particulate filter to meet the strict requirements of the Tier 4 Final (US) and Stage IV (EU) legislation. As well as meeting the stringent regulations, Volvo’s new line of Tier 4f/Stage IV-compliant diesel engines will also improve fuel efficiency by up to 5 percent compared to previous models and reduce running costs overall.

The fully automatic DPF system now incorporates passive regeneration. Passive regeneration takes place regularly at low exhaust temperatures to oxidize particulate matter. Additionally, every 500 hours, particulate matter is incinerated at high temperatures via reset regeneration. Both processes take place without interrupting machine operation, performance and productivity — no intervention from the operator is needed.

Laudick: In April, John Deere introduced the PowerTech PWL 4.5L engine, which will meet Final Tier 4/Stage IV emissions regulations without a diesel particulate filter. The 63 to 104 kW (85 to 140 hp) engine platform is the latest addition to our lineup of Final Tier 4/Stage IV off-highway diesel engines.

The PowerTech PWL 4.5L engine is equipped with an Integrated Emissions Control system configured with SCR and a diesel oxidation catalyst that is seamlessly integrated with our EGR technology. Through combustion optimization and after-treatment development, we achieved levels of particulate matter emissions and performance in the 56 to 104 kW (75 to 140 hp) power range that enabled removal of the DPF for Final Tier 4/Stage IV. The engine reduces cost and improves engine packaging while still meeting customer performance expectations.

The introduction of the PowerTech PWL 4.5L engine continues the planned “building-block” approach to achieving emissions reductions, and represents the third Integrated Emissions Control system configuration we will offer for Final Tier 4/Stage IV. For the 36 to 55 kW (48 to 74 hp) power range, John Deere will offer the EWX 2.9L and 4.5L models using an exhaust filter that contains a DOC/DPF without cooled EGR or SCR. Engine models in the 93kW (125hp) and above power range will feature an Integrated Emissions Control system consisting of cooled EGR, a DOC/DPF and SCR.

All John Deere Integrated Emissions Control system configurations are specifically designed to meet the demands of off-highway applications. Engines with a DOC/DPF in the 37 to 55 kW (48 to 74 hp) and 93kW (125hp) and above power ranges provide optimized performance and fluid economy. The configurations with SCR will meet NOx emissions using lower levels of DEF — 1 to 3 percent of diesel fuel consumption depending on the application. Low DEF consumption means DEF tank size can be smaller, which minimizes the impact on vehicle applications while extending DEF filter service intervals and reducing operator involvement.

The Integrated Emissions Control system offers John Deere customers a tailored approach to technology combinations that deliver performance and value while achieving emissions compliance. Regardless of power range, the Integrated Emissions Control system will provide a Final Tier 4 solution that optimizes engine performance, operating efficiency, durability and reliability for our customers.

In July, we announced that our engine lineup 130 kW (174 hp) and above has received EPA Final Tier 4, EU Stage IV and California Air Resources Board (CARB) emissions certification. The PowerTech PVS 6.8L, PowerTech PSS 6.8L, PowerTech PSS 9.0L and PowerTech PSS 13.5L models are the first John Deere off-highway engines to receive Final Tier 4, Stage IV and CARB emissions certification in the 130 kW to 560 kW (174 hp to 750 hp) power category.

What future trends do you expect to see in engine technology?

Cullen: With the trend for downsizing machines, Perkins 1200, 850 and 400 Series allow equipment manufacturers great flexibility, while still benefitting from increased power density and fuel economy.

At Perkins we utilize a range of technologies to increase power density, from common rail high-pressure fuel injection to a variety of after-treatment solutions, which also support the required levels of transient response.

For example, Perkins does offer the option of a service-free DPF after-treatment unit on the 1204F-E44TTAto meet specific OEM requirements. The twin-turbo, after-cooled model is rated up to 175 hp (130 kW) and employs twin turbochargers mounted in series, for extra power density, low-speed torque and faster transient response, giving OEMs a choice between a 4-cylinder offering and the 6-cylinder 1206F-E70TA, depending on their requirements.

Blount: From our vantage point, we believe that eventually all engines will move to an EFI system to comply with stricter emissions standards. We also recognize the increased need for power density (i.e., more power in a smaller package) and expect continued innovation related to end-user features like noise reduction.  We also see continued adaption of engines to accommodate higher ethanol blends, propane and other nontraditional fuels. And, of course, we expect to continue to satisfy customer needs for startability and reliability at the lowest achievable cost.

Johansen: In the future we expect to see even more of a focus on CO2 reduction and low fuel consumption.

Laudick: For Final Tier 4/Stage IV John Deere will have a combination of engine technologies and integrated drivetrain components to satisfy customer requirements. John Deere continually investigates all pertinent technology improvements that can impact critical factors such as durability, reliability, engine performance, emissions, operating cost and total engine system cost. Hybridization, more efficient after-treatment technologies, improved combustion designs and drivetrain integration all represent areas where future improvements could occur.

Rickey: When it comes to the increasing demands of reduced emissions of engines over a longer useful life, extreme precision in controlling manufacturing materials and processes is what helps Honda achieve and maintain its reputation for reliability and durability of its products. 

As Honda strives for continuous improvement in manufacturing, the company also has focused on minimizing the environmental impact of its products and facilities. One such example resulted in a proprietary aluminum alloy used globally by Honda Engines – one that is highly durable, lightweight, easy to machine, and high in recycled content.

What will come next in engine regulations and are you already working on those solutions?

Rickey: Honda Engines has offered 50 state-compliant engines since 1997. That is, Honda engine models meet or exceed all EPA and CARB regulation requirements. The development of one engine for use in all 50 states continues to reflect Honda’s forward thinking with regards to emission regulations, air quality and the needs of its customers. With advanced engine technology, Honda certifies to new evaporative emission requirements and exhaust requirements without the use of a catalytic converter. Honda manufacturing processes allow its engines to be certified to the maximum useful life period, underscoring the company’s commitment to the rental customer: a commercial-grade product design that ensures maximum performance and reliability for demanding rental applications, while minimizing impact on the environment. 

Honda can only speculate that upcoming engine regulations will involve further reductions in emissions; by extension, Honda will strive to stay ahead of those requirements as they are announced.

Murphy: We’re sure that emission regulations will continue to get more stringent, and the next step will be refining fuel systems.

For those of you affected by Tier 4, what will come next in engine regulations and are you already working on those solutions?

Blount: While we do not expect any future regulatory increments over the next few years, Kohler Engines continues to refine the effectiveness of our emission control systems. The Kohler Diesel line complies with Tier 4 PM standards without DPF after-treatment through an advanced injection system. Kohler engineers are also familiar with all technology related to emission control and are developing and refining control algorithms to further reduce pollutant emissions and improve performance. We will continue offering emissions-compliant engines while managing performance and price expectations.

Johansen: Currently we can see a trend towards the introduction of particulate number limits in Europe. This would probably force the use of DPF technology on the majority of diesel engines.

Laudick: The complete implementation of Final Tier 4/Stage IV emissions regulations represents an enormous effort for all involved. It is difficult to predict what might happen after Final Tier 4/Stage IV.

Reductions in particulate matter on the basis of particle size and greenhouse gases, such as CO2, are considered likely candidates for future emissions regulations.  In-use test requirements and on-board diagnostics have also been discussed.

Our current technology strategy (use of DOC/DPF) and world class total fluid economy positions us well for the implementation of these potential regulations. Internationally, there are select countries that already have adopted particulate-count emissions strategies, which our Final Tier 4/Stage IV engine technologies are able to meet. Although they are under consideration, as of this date there are no published timelines for any of these or other regulations by the EPA, EU or CARB.

John Deere is continuously developing and testing the technologies we will adopt to achieve future emissions regulations.

Cullen: With OEMs facing huge competition in the marketplace to make their machines more competitive, any advantage in terms of reducing time to market, optimizing engine installations and lessening development costs, can only be beneficial.

In a bid to cut development time and costs, a growing number of OEMs are taking advantage of a unique collaboration program offered by Perkins, called Technology Integration Workshops (TIW).

The concept is a simple one: side-by-side working in a purpose-built facility to optimize the integration of the engine into the OEM machine. Over the past four years the TIW program has resulted in more than 500 engine/machine installations being completed for over 150 OEM customers.

The results to date have been impressive. Not only are participating OEMs finding the optimal solution to powering their next generation machines, but development times have been cut by up to six months on average. Furthermore development costs have been reduced and by introducing machines earlier OEMs can start to see a return on investment more quickly.

Any particular changes in fuel-injection technology that you can discuss?

Murphy: We have fuel-injection engines in our lineup already, and we plan on expanding our offering. We see fuel injection with the electronic governor as the future; both to meet the ever-improving exhaust/emissions standards as well as provide performance and reliability. Plus, when combined with the electronic governor rather than a mechanical governor, the design requires fewer wires and gives OEMs more options for integrating the engine operation into the electronic controls of our equipment.

Johansen: At Volvo CE we predict that the use of high pressure and split injections will become even more refined in the future.

Laudick: High-pressure common-rail (HPCR) fuel systems play an important role in the reduction of particulate matter. The HPCR fuel system provides constant control over fuel injection variables such as pressure, timing, duration and multiple injections. HPCR also provides the capability for higher injection pressures, resulting in more efficient combustion, which in turn leads to a reduction in PM.

We anticipate continued development of HPCR fuel systems to further reduce diesel fuel consumption, improving our total fluid economy and enabling a longer period between exhaust filter regeneration intervals.

Rickey: While Honda can’t discuss any specific future product offerings, the company is always evaluating new technologies that can enhance the operation and performance of its general purpose engines.

Cullen: With the trend for downsizing machines, Perkins 1200, 850 and 400 Series allow equipment manufacturers great flexibility, while still benefitting from increased power density and fuel economy.

At Perkins we utilize a range of technologies to increase power density, from common rail high pressure fuel injection to a variety of after-treatment solutions, which also support the required levels of transient response.

For example, Perkins does offer the option of a service-free DPF after-treatment unit on the 1204F-E44TTAto meet specific OEM requirements. The twin turbo, after-cooled model is rated up to 175 hp (130 kW) and employs twin turbochargers mounted in series, for extra power density, low speed torque and faster transient response, giving OEMs a choice between a 4-cylinder offering and the 6-cylinder 1206F-E70TA, depending on their requirements.

Blount: A continued focus of Kohler Engines is fuel efficiency as well as managing the increase of ethanol-based fuels. We were the first manufacturer to introduce an EFI system in a small engine, and we’re committed to the commercial market. To maintain our leadership position, we will continue to invest in EFI technology across all lines of our product portfolio.