External combustion

| April 30, 2009

Kapur cited after-treatment options under development that eventually would eliminate the need for DEF. But panelists dismissed such technologies. “We don’t see it [happening] on anything close to a reasonable horizon,” said Jim Kelly, president of Cummins engine business.

Engine makers also held their own press events at the Louisville show:

Navistar unveils 15-liter MaxxForce engine
Navistar presented a new 15-liter version of the MaxxForce engine for its International truck brand.

The company worked with Caterpillar in producing the MaxxForce 15, “leveraging a proven platform,” including the block, crankshaft, head and other components of the Caterpillar C15, said Eric Tech, president of Navistar’s engine division. Navistar will add to that foundation the fuel and air systems it developed for the MaxxForce 11- and 13-liter engines.

Caterpillar announced in June 2008 that it will exit the heavy-duty on-highway engine business effective with the next round of emissions cuts in January 2010.

Tech said maximum ratings will include 500 hp with 1,850 lb. ft. of torque as well as a 550 hp version at the same torque level. Both 1,800 and 2,000 rpm governed speeds will be offered.

Five million miles of testing will be done before the MaxxForce 15 is introduced, according to Tech. As a bridge in early 2010, Navistar will use Cummins ISX engines built in 2009 to the extent allowed by the U.S. Environmental Protection Agency, said Tim Shick, director of business and product strategy for Navistar Engine Group. In addition, the MaxxForce 13 will be used for applications that don’t require 15-liter power. Shick expects the 15-liter engine to be available in early 2011.

Noting that Navistar is the only engine maker not using SCR to meet the new emissions regulations, Jim Hebe, senior vice president of North American sales, said, “The competition says we’re on an island. We think it’s more like an oasis.”

Navistar will meet the 2010 regulations using enhanced exhaust gas recirculation and EPA emissions credits.

Cummins adds model to its 2010 on-highway lineup
Cummins Inc. introduced its on-highway engine product line, including the new ISX11.9.
As it announced in August, Cummins now will rely on selective catalytic reduction on all its on-highway engines as an aftertreatment to neutralize NOx in the exhaust. Previously, Cummins had planned to use SCR only in its medium-duty engines and intended to rely solely on enhanced exhaust gas recirculation to deal with NOx in its heavy-duty engines.

At the top of the lineup is the Cummins ISX15, which the company said will offer improved performance and up to 5 percent better fuel economy than today’s ISX. Key features include the Cummins XPI high-pressure common-rail fuel system, an enhanced cooled-EGR system, a single VGT turbocharger and the Cummins Aftertreatment System that uses SCR and the diesel particulate filter.

Cummins will maintain ISX15 ratings from 400 hp to 600 hp, with torque outputs from 1,450 lb.-ft. to 2,050 lb.-ft. The engine initially will be available in Volvo, Kenworth and Peterbilt trucks, as well as the Freightliner Cascadia, said Lori Thompson, executive director of Cummins’ OEM business.

The ISX11.9 – which is aimed at vocational, day cab, regional and less-than-truckload linehaul applications, among others – shares numerous components with the ISX15, including cooled EGR, VGT turbocharger, XPI fuel system, electronic controls and the aftertreatment system. The ISX11.9 will be offered with ratings from 310 to 425 hp and torque from 1,150 to 1,650 lb.-ft.

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