Overdrive Extra

James Jaillet

Where does MaxxForce transition leave Cat truck?

| September 14, 2012

Navistar’s new approach to meeting 2010 EPA emissions standards, which partly involves Cummins engines and after-treatment, raises that very question about Caterpillar’s CT vocational trucks and its partnership with Navistar.

The CT series, unveiled in 2010, comes with available engine options of CT11, CT13 and CT15, all three of which are Navistar MaxxForce engines that Cat engineers rebranded as their own.

Navistar’s new strategy, starting in March, partly involves using selective catalytic reduction-based ICT+ (in-cylinder technology) to meet EPA standards. As Equipment Editor Jack Roberts has written, it will use components from Cummins after-treatment system combined with Navistar’s exhaust gas recirculation system.

Navistar also has hinted it may surrender its 15-liter market to Cummins, whose ISX15 will be offered as an option for International trucks starting in January.

Navistar today finds itself in the unusual position of having partnerships with Cummins and Caterpillar – the former to get its own ship righted, the latter with a worldwide diesel engine leader.

Caterpillar said in a prepared statement this week that its CT engines will “combine the current advanced EGR in-cylinder solution with a proven liquid-based after-treatment. More information … will be available in the near future.”

Since Navistar’s engines will be offered only with Cummins’ after-treatment components – as they’ve yet to develop a propriety system – it appears that Caterpillar’s CT trucks and engines will have Cummins’ SCR technology and parts.

It probably will only be temporary, as Navistar more than likely will be developing its own after-treatment system for longer-term measures. Until then, it looks like Cat will have to stick with Navistar – and Navistar’s new partner.

  • BigShot ( o/o for 20+ years )

    It’s high time the EPA Crazies go after the railroads for some clean burning technology. Those locomotives can spew black smoke all day and night long and no one says a damn thing about them!

  • jescott418

    I have no problem with implementing technology is a way that does not bring hardship to a industry for the sake of a few decimals points on a emission requirement. I think we have made things worse not better in terms of EPA regulations on diesel. Sure we have cleaned up diesel but at what costs to the end user, the engine maker and the trucking company.
    A industry already facing low profit margins and high equipment costs. Adding extra maintenance items that come with EPA regulations that also reduce MPG are a double negative. Maybe having a more realistic and longer time frame to implement some of these requirements would have provided engine makers time to have technologies in place to more effectively reduce emissions.

  • SWK02

    Railroads are using new technology in all the newest locomotives. The newest ones are now meeting Tier 4 diesel particulate regulations. The older ones do not have to meet the new EPA regs until they are rebuilt or refurbished to like new condition. In states that have air quality standards, like California, they are using new switchers that are smaller than over the road locomotives and they use 700hp Cummins diesel engines that run in series with one another and turn on and off as needed. The newest locos that are being tested will soon be running natural gas or engines that can run on both natural gas and diesel. Test locomotives are already running and being evaluated as we speak. They burn cleaner that conventional diesel engines with the same amount of horsepower. If railroads make the switch I wonder if that will lower the cost of diesel in the long run?

  • Pingback: Guessing game: Where will Cat find its 15-liter engine solution? | Commercial Carrier Journal

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