Tier 4 Final intros headline Intermat

Tier 4 Final engines and transmissions with claims of double-digit leaps in fuel economy headlined Intermat, which took place in Paris, France, April 16-21. Selective Catalytic Reduction, or SCR, is the front runner in Tier 4 Final technology, with Mario Gasparri, president, CNH Construction, proclaiming, “We feel we’re ahead of the Tier 4 Final game because we chose SCR early.” The company says it has learned the ins and outs of SCR technology from sister company Iveco’s truck engine experience.

The Tier 4 Final QSF2.8 will be manufactured at Cummins’ new plant in Beijing, China.

With Tier 4 Final SCR engines, manufacturers are now talking about total fluid economy, not just fuel economy, taking into account these engines will need both fuel and diesel emission fluid, or DEF.

When combined with cooled EGR technology, Deere says its Integrated Emissions Control system will use less DEF in its SCR system than alternative Tier 4 Interim solutions. This will result in a smaller DEF tank, extended DEF filter service intervals and reduced operator intervention. “Per gallon, DEF costs just as much as diesel today,” says Doug Laudick, manager of product planning, John Deere Power Systems. “We’re estimating our DEF consumption will be about 1 to 3 percent of diesel consumption.”

Cummins’ new QSF2.8 engine offers 49 to 74 horsepower, the smallest engine introduced by Cummins for the off-highway industry. The four-cylinder, 2.8-liter engine was displayed with a fully passive Cummins Compact Catalyst aftertreatment system, designed to meet Tier 4 Final emissions regulations without the use of a diesel particulate filter. The engine has full-authority electronic controls driving a high-pressure common rail fuel system, and will likely power skid steers, aerial lifts, compact excavators, telehandlers and gen sets.

Cummins calls the flow-through Compact Catalyst device a “fit and forget” system, requiring no ash-cleaning service, no sensors and no operational lamps in the equipment cab. Remove the catalyst, and the base engine can be used in Tier 3 applications.

The 427 (pictured) and 437 loaders replace JCB’s 426 and 436 models, and are scheduled to go into production this fall. Powered by a 6.7-liter Cummins QSB engine, the models have automatic front axle diff locks and an optional 5-speed power shift box.

Perkins launched its 4.4-liter, 4-cylinder 1204F and 7-liter, 6-cylinder 1206F Tier 4 Final engines. The 1204F comes in either a single or twin-turbo aftercooled version, and uses a combination diesel oxidation catalyst/SCR module. The 1206F has two turbos – one small, one large – mounted in a series. The smaller, first stage turbo accelerates quickly to give rapid low speed response; the larger second stage turbo provides high airflow required for power density. The engine’s DOC/diesel particulate filter canister and SCR system are in one integrated module.

Driving additional fuel savings

Two exhibitors showcased drivetrain developments they say have the potential for significant fuel savings. The Dana Rexroth HVT R3 hydromechanical variable transmission, currently undergoing field testing, will offer drivetrain fuel savings of up to 20 percent when “compared with the same vehicle outfitted with conventional torque converter transmissions,” Dana says. Designed for front-end loaders, graders and other off-highway applications of up to 360 horsepower, the transmission is the first powersplit system from the 50-50 joint venture between Dana and Bosch Rexroth. At low vehicle speeds, only the hydrostatic circuit of the HVT is used, allowing quick acceleration and braking, low-speed maneuvering and reverse without the need of an additional clutch. At higher speeds, the HVT still uses the hydrostatic path, but a power splitter begins to route engine power through a parallel path that also uses the mechanical elements, allowing acceleration with no interruption in tractive force. Both paths are managed by an electrical control unit. Engine speed is decoupled from drive speed and maintenance costs decrease with the use of hydrostatic breaking.

Intermat visitors also received a sneak peek of Cat’s 966K XE’s powertrain system, which Cat says can deliver up to 25 percent fuel efficiency improvement. A hydraulic variator takes the place of the torque converter for reduced heat generation under severe rimpull load. When the machine is working under heavy loads, Cat says the continuously variable transmission consumes roughly half the energy compared to a conventional transmission.

The mechanical path drives one element in the planetary transmission, while the hydraulic path drives another. The two together essentially provide the output of the planetary. Since the hydraulic can be variably controlled, the output is variably controlled. For a visual explanation, go to http://www.xe.catallday.co.uk/#/transmission.

In the iron

Volvo is launching more than 60 new products this year, says Pat Olney, president and CEO. Intermat intros included the L45G and L50G wheel loaders. In addition, Olney said Volvo has been “quite satisfied” with the start of its skid steer supply agreement with JCB. “It’s been even better than we expected,” he said.