Most diesel engine manufacturers chose to use Selective Catalytic Reduction (SCR) aftertreatment technology to meet the required emissions levels. Navistar diesel engines use an in-cylinder exhaust gas recirculation technology to reduce exhaust emissions and is the only North American engine manufacturer to do so. Currently, Navistar diesel engines emit more grams of N0x than their competitors’ engines. But because Navistar exceeded the performance parameters set for earlier emissions reduction regulations, the company was awarded emissions credits by the EPA that allow them to do.

Last week, the California Air Resources Board (CARB) issued a public letter to Navistar informing them that its emissions credits for the MaxxForce 13 engine were about to expire. The move by CARB is highly unusual, but Jack Allen, president of Navistar’s Engine Group declined to comment on the agency’s motives. “The bottom line is that Navistar will sell engines in 2012 that are fully certified in all 50 states,” Allen said. “And any issue between Navistar and the EPA will remain between us and the EPA. Our customers will not be brought into that. We’re going to open and transparent about that’s going on with the EPA. But in terms of those issues impacting the customer, it will be a non-issue.”

A spokesman for Navistar noted that EPA emissions credits to not apply across the company’s engine line in a blanket fashion. Each individual engine platform has its own individual “bank” of credits. So, Navistar’s DT medium-duty engines, as well as the MaxxForce 11 and MaxxForce 15 engines are not included in CARB’s announcement and will continue to be sold under using their existing bank of EPA credits. Additionally, once an engine is submitted for testing, Navistar notes, EPA will not penalize the submitting company if credits expire before the certifcation process is complete. In that case, credit extensions will be issued to insure EPA compliance.

“We will work through the normal certification process for the MaxxForce 13 with the EPA and follow up with our additional engine platforms later this year,” Allen said. “We will continue to use the credits we have selling our engines going forward. This is an on-going process and a continual refinement process of our engines and our emissions technology. But we are confident the MaxxForce 13 will be certified as compliant by the EPA, validating our in-cylinder emissions reduction technology and without any degredation in terms of performance, durability and fuel economy for our customers.”

“This Executive Order is conditional upon completion of manufacturer’s compliance with the averaging, banking and trading provisions of 40 CFR Part 86,” reads CARB’s Executive Order issued Jan. 13. “That based on the manufacturer’s statement of credit balance and projected production, the model year for purposes of production under this Executive Order expires on Feb. 29, 2012. This Executive Order only covers engines produced on or before Feb. 29, 2012.

Furthermore, the manufacturer may not introduce into commerce any engine under this Executive Order unless the manufacturer has sufficient credits to cover the introduction into commerce of the engine. Failure to comply with these provisions shall be cause for the Executive Officer to rescind this certification, in which case all engines covered under this certification would be deemed uncertified and subject to civil penalties.”

Navistar Spokeswoman Karen Denning said the company remains confident in its exhaust gas recirculation strategy and soon will be unveiling a compliant engine for certification. Navistar will provide more details at its Analyst and Investor Day on Feb. 2, Denning said.

The CARB Executive Order isn’t the only bad news Navistar has received recently. Last week, Navistar lost its legal bid to force the U.S. Environmental Protection Agency to recall 2010 model year engines using selective catalytic reduction to cut truck emissions. Navistar is using in-cylinder EGR-only technology to meet the current standards in conjunction with banked EPA credits for meeting and beating pre-existing emissions regulations in effect prior to the 2010 regulations.

Navistar alleged in the suit filed July 5 with the U.S. District Court for the District of Columbia that the truck maker, a contractor it hired and the California Air Resources Board all say nitrogen oxide emissions skyrocket when drivers don’t keep diesel exhaust fluid topped off, rendering EPA’s SCR rule “irrelevant” altogether.

Furthermore, Navistar accused EPA Director Lisa Jackson of not doing her duty to uphold the Clean Air Act and her agency of not doing its part to protect public health. U.S. District Judge Colleen Kollar-Kotelly dismissed Navistar’s claims.

Navistar Public Relations Manager Stephen Schrier said in July the lawsuit was about ensuring a level playing field in the heavy-duty truck market, noting that testing done by Navistar showed that operators can “defeat” SCR systems by adding water or other substances to the system instead of DEF, allowing the trucks to operate indefinitely in violation of 2010 emissions regulations. SCR engine manufacturers, however, said the lawsuit was nothing new.

EPA in June had updated its guidance for certification of truck engines using SCR to reduce emissions, calling on SCR engine makers to continue developing warning systems that alert drivers when the truck’s DEF tank is nearly empty or filled with a liquid other than DEF. The June guidance, mostly in response to previous claims made by Navistar that SCR technology can be circumvented, also urged OEMs using SCR to research methods that would inhibit tampering with SCR system operation and incorporate further inducements for drivers to comply.

Navistar previously had sued both EPA and CARB over their acceptance of SCR technology without stronger measures to prevent engine operation without DEF or an operational SCR system. The truck maker in 2010 settled both lawsuits by garnering a commitment for further review.

Research cited by Navistar was conducted by EnSight, an independent environmental consulting firm, using two long-haul vehicles and one heavy-duty pickup, all of which used SCR. According to Navistar, EnSight’s research showed that when liquid urea was not present, there was little or no effect on the vehicles’ operations.

However, EPA said in its June guidance that testing of SCR systems had yielded mostly positive results. While the agency said Navistar’s findings arose from intentional attempts to circumvent the SCR system and that the majority of operations using SCR would be in compliance, it encouraged SCR OEMs to look further into methods to impede tampering.

EPA’s guidance was published June 7 in the Federal Register; for more information, visit here.

The new EPA standards are being compared to the rigorous fuel efficiency standards auto manufacturers must meet. (For a downloadable PDF of the California tractor-trailer greenhouse gas regulations, click here.)

The regulations require large trucks and buses to reduce greenhouse gas emissions by up to 20 percent and overhaul engine design starting with models built in 2014. Most operators will need to spend thousands upgrading their rigs or buying new vehicles, with prices starting at $50,000 and going up from there, depending on the model, according to the Fox News report.

However, the group of California do not have the support of the trucking industry’s flagship association.

American Trucking Association (ATA) President and CEO Bill Graves says although that the association isn’t necessarily “inclined to be supportive of federal involvement and regulations in our industry…but our experience in this case is one where we have to admit that the federal government did a really fine job of working collaboratively with all partners in this, to come up with what we think is a reasonable and fair rule,” Graves says in the Fox News report.

At the time of this post, no official press statement about the lawsuit had been made by the ATA.

Beginning Jan.1, 2012, truck fleets operating Class 7 and 8 trucks in California (outside of the state’s ports and rail yards)with model-year 1996 to 1999 engines must have been retrofitted with diesel particulate filters (DPFs) unless they qualify for an exemption, according to the ATA.

The regulation also requires trucks with model-year 2000 to 2006 engines to be retrofitted with DPFs during the next two years. Fleets have the option of phasing-in DPFs on 30 percent of their California operating fleet (including OEM installed DPFs), regardless of model-year, by January 1, 2012 with an additional 30 percent required each of the following two years, according to ATA.

A compliance report must be filed with the California Air Resources Board (CARB) by January 31, 2012 in order to pursue the percentage option. CARB’s online reporting system is scheduled to be available by the end of the year.

Scientists at the University of California-Riverside’s Center for Environmental Research and Technology have received a $2 million contract for a first-of-its-kind study of hybrid construction vehicles.

The two-year project, which is being funded by the California Air Resources Board (CARB), will allow researchers to evaluate the emissions-reduction benefits of two commercially-available hybrid construction vehicles: a Caterpillar dozer and a Komatsu hydraulic excavator.

“Hybrid construction vehicles are just now becoming available,” Kent Johnson, an assistant research engineer at the Center for Environmental Research and Technology and the principal investigator on the project, says in a written statement. “We have been asked to use our emissions-testing experience to quantify what their benefit is.”

Little is known about the potential benefits of hybrid technologies for construction equipment because of their unique and diverse duty cycles. Manufacturers say the hybrid vehicles reduce fuel needs by 20 percent and cut emissions by 30 percent, according to Johnson. Vehicles behavior will be characterized on a second-by-second basis during in-use operations at construction sites using portable emission-measurement systems. Researchers will design standardized tasks, such as lifting a heavy object.

How do I Toll thee? Let me count the ways?

The Illinois Tollway, our largest open-road tolling system, has issued a request for information (RFI) to prospective vendors to learn about the latest electronic tolling technologies, products and services. The focus is on key areas of electronic tolling: vehicle classification, license plate imaging, transaction capture, account management, video tolling account management, violations management and interoperability management.

Earlier this year, the Tollway’s board of directors discussed new goals for the agency’s electronic tolling system, including:

• a strategic redefinition of the Tollway’s business rules, including policies, processes and procedures;

• enhanced transparency and accountability, including better monitoring and reporting;

• reduced system response times;

• enhanced flexibility to accommodate change; and

• enhanced competition and vendor specialization.

The Illinois Tollway is a user-fee system that receives no state or federal funds for maintenance and operations. The agency maintains and operates 286 miles of Interstate tollways in 12 counties. Approximately 84 percent of all transactions on the system are electronic, coming from more than 4.3 million active transponders and more than 3.2 million active I-PASS accounts.

The Tollway plans to have a new electronic tolling system in place before the end of 2014. RFI written responses are due to the Illinois Tollway on Nov. 23 by 10:30 a.m. Find out more at illinoistollway.com

Johnny Cash’s Bridge

Remember the classic Cash hit “One Piece At A Time” about an auto plant worker stealing one part at a time until he had a sort of new Cadillac? Took years. Now reports out of Pennsylvania say thieves were taking a bridge a bit at a time. Seems they cut a 50-foot-long, access-road steel bridge across an isolated creek in the woods into 3-foot-long sections. Then, unlike Cash who just drove his creation, they sold their 15 1/2 tons of steel as scrap for $5,000. Bad move. You know what happened. Someone noticed their bridge was missing. Two 20-something brothers were arrested.

MoDOT’s vehicle-exhaust-pollution-reducing Concrete

The Missouri DOT (MoDOT) is spearheading extensive research on the environmental benefits of using concrete made with a new cement product in the construction of highways. The cement used in the concrete is blended with photo-chemically-active titanium dioxide (TiO2). Marketed under the trade name “TX Active,” TiO2 is capable of reducing environmental pollutants from vehicle exhaust.

Starting this fall, the mainline pavement material will be applied using a two-lift paving strategy, which involves the placement of two wet-on-wet layers of concrete instead of a single, homogeneous layer. The lower, base-level layer is expected to be constructed with less expensive materials (e.g., a low cementitious-material content base lift) that will then be overlaid with a thinner top wearing-course of concrete containing cement blended with TX Active.

The shoulder pavement element of this research effort involves cement blended with TX Active. In this instance the cement blended with TX Active will be used in a pervious (rather than conventional) concrete application. Together, this set of innovative mainline and shoulder paving materials, including both a two-lift photocatalytic mainline pavement and a photocatalytic pervious shoulder pavement, are believed to represent one of the most technically-advanced and environmentally-friendly concrete pavement systems ever employed, according to MoDOT.

Wildlife Winners

The California Departments of Transportation and Fish and Game have been recognized by the Federal Highway Administration for their work to protect wildlife and habitat.

The FHWA Exemplary Ecosystem Initiative Awards honor projects that are unique in geographic scope, use cutting-edge science or technology, have high environmental standards, achieve high-quality results, or are recognized as noteworthy by environmental interests. In 2011, the FHWA recognized just 12 projects.

California’s Essential Habitat Connectivity Project identifies ways to lessen the effects of transportation infrastructure projects on wildlife connectivity. The project identifies and maps corridors between large intact habitat areas, which may inform decisions related to the location of construction for highways, railways, or solar-energy projects. Links to view the maps and download the geographic information system (GIS) data and reports are at dfg.ca.gov/habcon/connectivity/

Also recognized was the Madera Pools Restoration and Mitigation Site Project, which combines individual mitigation projects for vernal pools across Madera, Kings and Fresno counties into a single 198-acre site and makes it more valuable as quality habitat.

Good News on France

Two big indicators from the City of Light: positive worldwide growth forecasts for construction equipment and 90 percent of the exhibit space for next April’s giant Intermat 2012 trade show in Paris is already sold.

The Intermat folks in Paris say the industry numbers for 2011 are more favorable than for 2010, and that the sector is recovering its dynamism, with worldwide growth anticipated to reach some 11 percent this year.

“Eight months before Intermat 2012, we have excellent participation rates,” says Maryvonne Lanoë, exhibition manager. “Industrialists are showing confidence in their sector, which is a good omen for a business-inducing show. Moreover, the market is up to scratch and booming, with a stable number of jobs.”

Intermat expects 1,500 exhibitors – 67 percent of them international companies – and more than 200,000 visitors – 40 percent of them from outside France.

Kent Johnson, an assistant research engineer at the Center for Environmental Research and Technology, is working on the two-year hybrid emissions project being funded by the California Air Resources Board (CARB). The project will allow researchers to evaluate the emission reduction benefits of two commercially available hybrid construction vehicles: a Caterpillar bulldozer and a Komatsu hydraulic excavator

Scientists at the University of California, Riverside’s Center for Environmental Research and Technology (CERT) have received a $2 million contract for a first-of-its-kind study of hybrid construction vehicles.

The two-year project, which is being funded by the California Air Resources Board (CARB), will allow researchers to evaluate the emission reduction benefits of two commercially available hybrid construction vehicles: a Caterpillar bulldozer and a Komatsu hydraulic excavator.

“Hybrid construction vehicles are just now becoming available,” Kent Johnson, an assistant research engineer at CERT and the principal investigator on the project, said in a written statement. “We have been asked to use our emissions testing experience to quantify what their benefit is.”

Johnson will be assisted by two co-principal investigators: Tom Durbin, a research engineer, and Wayne Miller, who lead the emissions and fuels research group at the Center for Environmental Research and Technology.

The project is the latest in a nearly 20-year history of emissions testing at the CERT. Initial research focuses on cars in a stationary setting. Later projects shifts to trucks and on-the-road testing. Currently, much of the work is done with portable emission measurement systems (PEMS), which have been used on everything from on-road and off-road vehicles, stationary sources, locomotives, port vehicles, air craft, harbor craft, and ocean-going vessels.

The research is part of a larger effort by CARB to expand the use of hybrid technology to help meet the goals of AB 32, a 2006 state law that aims to reduce greenhouse gas emissions to 1990 levels by 2020. That would be about a 30-percent reduction. It also calls for an 80-percent reduction below 1990 levels by 2050.

Little is known about the potential benefits of hybrid technologies for construction equipment because of their unique and diverse duty cycles when used, according to CERT. Manufacturers are saying the hybrid vehicles reduce fuel needs by 20 percent and cut emissions by 30 percent, Johnson said.

The $2 million will be divided two ways, Johnson said. Half of it will be used as an incentive voucher to get 20 to 30 hybrid construction vehicles in use. The other half will fund testing in six vehicles, which will be scattered throughout California.

Behavior of those vehicles will be characterized on a second-by-second basis during in-use operations at construction sites using portable emission measurement systems. Researchers at CERT will design standardized tasks, such as lifting a heavy object.

The performance of the hybrid vehicle will then be compared to that of conventional diesel-powered vehicles.

The project will help establish the methodology for making comparisons under such varied conditions. The project will also consider the differences between emerging hybrid implementations by leading manufacturers.

The project may provide data that could contribute to a hybrid incentive program under AB 118, a 2007 law that established voluntary incentive program administered by CARB to fund clean vehicle and equipment projects, research on biofuels production and the air quality impacts of alternative fuels, and workforce training, according to CERT.

The Air Resources Board (ARB) has released a draft of the proposed amendments to the California tier 4 off-road compression-ignition (CI) engine test procedures. The basis of these test procedures are the U.S. Environmental Protection Agency’s (U.S. EPA’s) nonroad CI engine regulations contained in title 40 Code of Federal Regulations (40 CFR) Parts 1039, 1065, and 1068, and which ARB adopted originally on Oct. 20, 2005.

The released ARB draft proposal reflects both the amendments that U.S. EPA has made to Parts 1039, 1065, and 1068 since 2005, as well as ARB’s proposed amendments for aligning with those federal amendments.

Except for draft amendments of Table 1b (Tier 4 Exhaust Emission Standards) and Table 2b (Upper Limit for Tier 4 Family Emission Limits (FELs) and Alternative Allowances), from title 13, California Code of Regulations (13 CCR) §2423, a draft of the other amendments that will be proposed to the California tier 4 off-road CI engine regulations in 13 CCR §2420 is not included with this release.

However, such amendments are forthcoming and will reflect the amendments being proposed in the draft test procedures proposal.

The Hybrid Truck and Bus Voucher Incentive Program will provide vouchers on a first-come, first-served basis to help California fleets purchase fuel-efficient hybrid medium- and heavy-duty vehicles.

At least $2 million of these funds will be set aside for California public fleets to increase the number of hybrid vehicles.

“This program created an opportunity for California businesses to upgrade their trucks and proves that there is demand for technology that provides clean and fuel efficient vehicles,” said CARB Executive Officer James Goldstene, in a written statement.

Interested public and private fleets can reserve a voucher for up to $40,000 through a participating dealership at the time the vehicle is ordered. The voucher is then redeemed at the time of purchase.

The program is part of the Air Quality Improvement Program, established in 2007 by AB 118 (Nunez) to provide funding for advanced technology vehicles and equipment.

CARB’s voucher program is implemented by CALSTART, a non-profit organization that works with business, fleets and government to develop and implement clean, efficient transportation solutions.

Last year, CARB provided about $20 million to help California fleets purchase more than 650 hybrid trucks and buses. Almost half the vouchers were for urban beverage-delivery vehicles and about 20 percent for package-delivery vehicles. Hybrid technology is similar to that used in cars and helps reduce smog-forming and greenhouse gas emissions and also provide fuel economy benefits, particularly in vehicles that require heavy-stop-and-go operation or idling.

The program’s first year received an award in September 2010 as the country’s top emerging state energy efficiency program from American Council for a Fuel-Efficient Economy. The Hybrid Truck and Bus Voucher Incentive Program was one of 18 top programs from 14 states.

CARB is encouraging air districts to contribute to the program to further accelerate the presence of hybrid trucks and buses in their respective districts.

The South Coast Air Quality Management District, for example, has contributed $1.4 million to help fleets purchase hybrid trucks and buses in its own region.

Hybrid vehicles reduce smog-forming and greenhouse gas emissions and help California meet health-based clean air standards and climate change goals.

For more information regarding the voucher incentive program that details a full list of eligible vehicles and more, visit www.californiahvip.com.

For the press release from CARB on this initiative, go to http://www.arb.ca.gov/newsrel/newsrelease.php?id=189.

Navistar had asked the United States Court of Appeals in Washington, D.C. to void those polices because they had been adopted by the EPA without the public process required by law, but instead following input only from the SCR engine makers. In its appeal, Navistar charged that EPA is using those policies to allow SCR- equipped diesel powered trucks to operate for extended periods without any control of NOx emissions and is certifying SCR engines as meeting NOx emission requirements when they do not.

The agreement reached yesterday provides that EPA will “engage in a public process to reexamine its policies, for future 2011 and later model year engines” during which it will “provide a thorough review of EPA’s policies regarding operation of SCR-equipped engines”. EPA also has promised to “ensure, among other things, that SCR equipped heavy duty diesel engines are designed to properly control emissions as required under applicable regulations.”

The agreement must be published by EPA in the Federal Register for comment before it can become final.

“We are pleased with this agreement and look forward to participating in the public process,” said Jack Allen, president of Navistar’s North American Truck Group, said in a press statement. “We believe that with full and open public participation, EPA will develop a new approach that will result in equal enforcement of the 2010 NOx requirements for all engine makers.”

In March, Navistar’s MaxxForce DT mid-range diesel engines and MaxxForce 13 big bore diesel engines were certified by the EPA for model year 2010.

Last month, Navistar also dropped its lawsuit against the California Air Resources Board (CARB).

After New Year’s Day, if you buy a new truck you’ll have to choose between one of two new engine systems.

The two distinct technologies have emerged to meet the Environmental Protection Agency’s diesel 2010 emissions requirements in the United States: Exhaust Gas Recirculation (EGR )and Selective Catalytic Reduction, (SCR).

At the end of what has been a long, strange, 10–year trip, Navistar is the only North American engine manufacturer which will offer fleets an “EGR only” approach in 2010. All other OEMs – including Cummins, Detroit Diesel, Isuzu, Mack, Mercedes-Benz and Volvo will use SCR systems. SCR is an additional emissions control system that will be mounted on heavy duty trucks next year to reduce emissions in diesel exhaust after the engine’s EGR system has done its work to the soot and NOx produced in the engine.

As a vocational truck owner, these changes will dramatically impact the way you spec and maintain your vehicles. Acquisition costs will increase regardless of which technology you opt to go with. But other variables will come into play as well, for trucks ranging from Class 3 up to Class 8: Some trucks will see an increase in gross vehicle weight. SCR technology will require the purchase of a new, mandatory diesel exhaust fluid (DEF).

And careful consideration will have to be given to the placement of these components on trucks engaged in severe, off-highway applications. Still, both proponents of SCR and EGR technology insist their emissions solutions will not only work, but excel in tough, construction applications..

Even casual trucking industry observers have surely noted the war of words that has erupted between EGR and SCR proponents. Navistar has ridiculed SCR technology as “stop-gap” in nature, adding additional weight to truck chassis, adding to driver responsibilities by requiring them to fill an additional DEF tank and charging that DEF itself is a toxic, hazardous substance.

In response, SCR engine manufacturers have noted that DEF has been used successfully in industrial applications and on European trucks for years without issue. In addition, SCR proponents say, their new technology will boost Class 8 fuel economy and argue it is simply impossible to meet EPA ’10 regulations using EGR alone and insist Navistar would be unable to do so without cashing in EPA credits.

Navistar actually filed a lawsuit in Federal court arguing that SCR on-board diagnostic systems that de-rate a truck’s power and performance as an inducement to refill an empty DEF tank allow the trucks to run in violation of the EPA ’10 and should therefore be ruled in violation of those regulations.

“SCR isn’t voodoo,” says Dave McKenna, director of powertrain sales and marketing for Mack Trucks. “SCR technology has been around since 1957 in commercial and industrial applications. It’s a simple means of removing NOx from our atmosphere.”

As exhaust gases leave the engine, but before they exit a truck’s exhaust pipe, they flow through a catalytic converter where they are sprayed with a solution of 67.5 percent deionized water and 32.5 percent urea. When the super-hot NOx combines with the urea in this solution (DEF), it chemically converts into environmentally harmless water and nitrogen.

“SCR isn’t voodoo. SCR technology has been around since 1957 in commercial and industrial applications.”

— Dave McKenna, director powertrain sales and marketing for Mack Trucks

Measured at the exhaust stack, 2010 diesel engines will be allowed to emit only .02 percent of a gram of NOx into the atmosphere. Thanks to Environmental Protection Agency (EPA) credits it accumulated for its 2004 engines, which performed in excess of then-existing regulations, Navistar is technically allowed to sell engines that emit .05 percent of NOx after January 1, 2010. Both the US and the California Air Resources Board (CARB) recognize ‘Averaging Banking and Trading’ (AB&T) programs for manufacturers to certify heavy duty diesel engines, Tim Schick, director business and product strategy for Navistar Engine Group explains. Under the program, manufacturers may bank or consume emissions “credits” for engines that are certified either below or above the current standard. For example, an engine subject to the current 2007 standards may be certified to ’bank’ credits if the engine’s emissions are certified below the prescribed 1.2 gram NOx limit. These banked credits can then be “traded” to “average out” higher emitting engines in the same year or future years. One key stipulation: as the credits are used they are discounted by 20 percent.

In this way the program benefits the environment with cleaner engines earlier to create and bank credits and cleaner engines forever as the credits are used because of the discount factor. The program provides flexibility for engine manufacturers and several manufacturers including Navistar have participated either in the past or currently.

Of all the engine manufacturers, Navistar and Cummins benefited the most from the EPA’s credits program. Not only did they develop engines that performed better than required under various EPA regulatory phases, but thanks to their respective relationships with the Ford SuperDuty and Dodge Ram light-duty truck lines, the companies were able to sell engines in higher volumes than companies that catered to heavy-duty truck markets alone. Neither company will state publically how many credits it has amassed, or how long they expect them to last. What is clear is that using the credits gives Navistar additional time to perfect its EGR-only engine solution or take advantage of developing emissions technologies such as on-board urea-generation systems.

“As of right now we are an EGR-only engine manufacturer. And there is no indication we will manufacture or offer independent engine brands with SCR on our trucks.”

— Tim Shick, director business and product strategy for Navistar Engine Group

Credits, or no, Shick is firm in saying Navistar expects to meet the .02 gram requirement by 2012 using only EGR. “The difference between today’s engine and the .05 version we’ll release next year is higher fuel pressures and a higher EGR rate, “he explains. “And the difference between .05 engines and our .02 engines will be even higher fuel pressures and EGR rates.”

Not surprisingly, Navistar’s competitors dispute these claims. “The 2010 EPA regulations represent an 83 percent reduction in NOx from the (current) 2007 standards,” notes David Siler, director of marketing for Detroit Diesel. “Those goals cannot be attained without SCR. No technology in the world can get you there alone. So SCR is here and will be here for a long time to come.”

Navistar, however, is sticking to its guns. “As of right now we are an EGR-only engine manufacturer,” Shick stresses. “And there is no indication we will manufacture or offer independent engine brands with SCR on our trucks. We’re looking really good with where we’re going with EGR. People say, ‘Well why don’t you just meet 2010 now?’ We could. But, meeting the .02 isn’t the challenge.

If you put enough exhaust gas back into the engine, you’re going to get to .02, eventually. The challenge is recalibrating iteration after iteration after iteration to make sure you get the very best fuel economy and performance possible. And that’s what takes time to do.”

Shick says Navistar is going with EGR-only because of the simplicity of the design, noting that SCR will add from between 300 to 600 pounds of additional components to a heavy-duty diesel truck, depending on its size.

Additionally, drivers will not have worry about filling an additional tank with diesel exhaust fluid, nor will they have to worry about the engine derating if the urea tank runs dry.

But SCR has advantages, too, proponents say. “For the most part fuel economy has taken a hit with each level of EGR that has been implemented,” says Rich Moskowitz, public affairs counsel for the American Trucking Associations. “According to our members, most fleets saw on average an 8 percent hit since EGR’s lower combustion temperatures reduce engine efficiency.”

Because of greater combustion efficiency, Detroit Diesel’s Siler says trucks equipped with SCR will see significant improvements in fuel economy. “Our 2010 DD15 engine will get between 3 and 5 percent fuel economy than our current engine and we think those numbers will only improve in the long run,” he says. “Most fleets would switch engines over a 2 percent increase in fuel economy. So even after factoring in the new cost of buying diesel exhaust fluid, we believe — that for the first time – that our emissions technology will actually deliver a positive economic impact for end users while delivering clean air to our environment.”

Given all the passion and controversy surrounding DEF, the fluid itself is largely unremarkable. It’s colorless and odorless. It is not classified as a hazardous or toxic material by the EPA. “Some of the claims that were made were about DEF over the past couple of years are patently untrue,” says Ed Saxman, product manager, drivertrains, Volvo Trucks. “DEF is not explosive, it’s not flammable, it’s not an aggressive substance. Put it on your hands and they are no less irritated than if you get diesel fuel on them. You want to go wash your hands, of course, but it’s not any worse than that. It’s mostly water. It has a residue to it when it dries, but that easily washes off.”

Siler says it’s important to remember that DEF usage rates are only 2 to 3 percent of a truck’s fuel consumption. “Daimler tanks will be offered next year with 6, 13 and 23 gallon DEF tanks. (We suspect the 13-gallon option will be the most popular.) For some perspective, a 23 gallon DEF tank gives you a range of 6,000 miles before a refill is necessary. A 13 gallon tank will have a range of 3,900 miles before a refill is needed.”

If a DEF tank does run dry, the driver will have powerful incentives to pull over and fill it back up. In Daimler trucks, a series of color-coded dash lights green, yellow and red – in addition to a DEF gauge – will keep a driver informed of the tank level. When the DEF tank runs dry, or if sensors detect high emissions due to improper fluids in the tank (water, for example), the engine will derate to 35 mph – enough to get to a refill point for the DEF tank. Eventually, the engine will derate to only 5mph in extreme cases. But given DEF’s long legs, Siler thinks it is highly unlikely drivers will be unable to find DEF and keep their tanks full.

As for DEF’s freezing at 12 degrees, that’s simply chemistry. But all SCR manufacturers have placed immersion heaters in their DEF tanks. And as Mack’s McKenna explains, DEF thaws rapidly and is not adversely affected by freezing. “SCR trucks will start and run with frozen DEF in the tanks,” he stresses. “We have done extensive cold-weather testing and found no operational issues related to frozen DEF.”

Gregg Stumbaugh corporate equipment director, with California-based Biachi Brothers is worried about the additional cost of SCR technology, which some analysts predict could be as high as $8,000 per new truck and the additional weight SCR adds to each chassis. “We also don’t know enough about the additional costs for maintenance and repair of SCR systems over the life of the truck,” he notes. “And we don’t know how reliable the SCR system as a unit will be over the life of the truck. The bottom line is that our company does not want to be a “guinea pig” for the SCR system. We are in the process of running a demo International truck with the Maxforce engine with the enhanced EGR system and see the International as a possible option.”

Although Shick believes EGR will work well in all trucking applications, he feels there are specific applications where it will prove to be the preferred emissions solution. “Since the big advantage of EGR is it adds no weight and bulk from additional apparatus and requires no technician/driver involvement, we think its biggest impact would probably come in complex vocational body applications like aerial lift trucks, municipal vehicles/snowplows, digger derricks, and refuse packers that will be challenged by additional weight/bulk of SCR apparatus,” he says.

It’s an argument Detroit Diesel’s Siler isn’t buying. “With the Detroit Diesel BlueTec emissions technology we know that our customers will benefit from not only better fuel economy but also a cleaner running system,” he counters. “Plus, we aren’t ready to concede the question regarding complexity and packaging. With Damiler’s BlueTec 1-Box system we have been able to integrate the aftertreatment and chassis into a surprisingly compact and simple design. In 2010, we expect at least 80 percent of all 2010 compliant trucks to be SCR.Eventually, we believe that share will increase even more as the full benefits of SCR are proven.”

“Remember,” says Saxman, “SCR is not new technology. It’s been used for five to seven years around the world in heavy trucks and other applications for even longer. We’ve built well over 150,000 trucks in our group of companies with SCR and have over 2 million test miles on SCR trucks in the United States alone. The emissions technology we introduced in both 2002 and 2007 was all new, by comparison. We’re going into to 2010 with far more testing and experience behind SCR than we ever had on our previous emissions systems.”v

Diesel Exhaust Fluid

Its basic stats are pretty straightforward: Diesel exhaust fluid (DEF) weighs 9.2 pounds per gallon. It starts to turn to a gel at 25 degrees Fahrenheit and freezes at 12 degrees. And it is true that onboard sensors will derate an SCR-equipped truck if DEF is not being injected into its exhaust stream – whether because of a frozen solution or a dry DEF tank.

There are some warm-climate DEF concerns as well. Despite rumors that DEF breaks down at 86 degrees, Fahrenheit, David Siler at Detroit Diesel says testing has shown it has a shelf life of 44 months when kept at a constant 74 degrees and can last as long as 7 months at 95 degrees.

Still, the lack of a DEF infrastructure in the United States was an initial reason the EPA opposed SCR technology when it was first suggested as path for meeting EPA ’10. According to Cliff Dean with the EPA’s Office of Transportation and Air Quality, the agency is now convinced DEF will be readily available in January and is, in fact, the best way available now to meet emissions regulations when they come in effect.

Brendan Foster, president of DEF pump distributor, Benecor, agrees. “I believe DEF will be easily available, but more common as a packaged product initially. Due to the economic conditions that the country is facing, the market has taken a definitely more conservative approach to how they roll out larger quantities.”

The 2010 lineup — Engine makers say they are ready

Cummins | www.everytime.cummins.com

The engine maker changed course and announced in August 2008 that it would use selective catalytic reduction (SCR) with heavy-duty engines. It says the U.S. Environmental Protection Agency has no concerns regarding the use of its copper zeolite-based catalyst, which the engine maker says provides a much higher NOx conversion efficiency than iron zeolite catalysts. Cummins also says it is on track to exceed its field test mileage target for both its heavy-duty and midrange engine lines. At production launch in January 2010, Cummins heavy-duty field testing will top 3 million miles, and midrange field testing will approach 2 million miles. The company reports positive feedback on performance and fuel economy from field test customers.

Detroit Diesel | www.detroitdiesel.com/emissions/epa2010

Detroit Diesel says it designed the DD13, DD15 and DD16 engines with 2010 emissions regulations and SCR aftertreatment in mind, so the engines themselves will see virtually no changes from the current design. The company says its 1-Box BlueTec SCR design integrating the diesel particulate filter (DPF) offers compact packaging and enhanced exhaust flow.

Mack Trucks | www.mackscr.com

Mack says its engines do not change for 2010. The company introduced the first member of its Mack MP engine series – the 11-liter MP7 – in late 2005 in an EPA ’04 configuration. Now, for EPA ’07, Mack offers the MP7, MP8 (13-liter) and recently-introduced MP10 (16-liter). All were designed from the beginning with the EPA’10 regulations in mind.

Navistar |Maxxforce.com

Navistar says no changes will be made to its exhaust gas recirculation (EGR) MaxxForce 11 and 13 big bore engines for 2010, and there will not be an SCR aftertreatment system. Navistar says its 2010 engine models have been in commercial service since January 2007 and have logged hundreds of millions of real-world miles. Navistar plans to introduce a 15-liter MaxxForce 15 in early 2011 and will bridge the gap with a combination of 2009 engines carried over into 2010 and a transitional 15-liter engine that it isn’t yet discussing publicly. Navistar also believes that many customers will choose to move from 15-liter to 13-liter engines due to weight and fuel economy.

Paccar | www.paccar.com/engines

The parent company for both Kenworth and Peterbilt trucks has not released the exact number of test trucks in its test program, nor the miles that program has accumulated to date. A company spokesman says Paccar is actively testing the 2010 engines – through field tests with customers, with trucks running on its test tracks and road tests conducted by company personnel, and in test labs to identify issues and validate components and installations – and notes the company is planning for engine availability in January 2010.

Volvo | www.volvoscr.com

There will be no changes to Volvo’s family of diesel engines in 2010 beyond the addition of SCR aftertreatment systems to meet EPA ’10 emissions requirements. Volvo has more than 150,000 SCR trucks on the road in Europe and has logged more than 2 million test miles on its 2010 engines in the United States alone. The manufacturer also emphasizes that its 2010 solution will eliminate active regeneration of DPFs during normal highway operations.

How SCR Works

*The charge-air cooler cools air from the turbo back down to outside temperature, reducing NOx, particulate and engine stresses. 

**The hydro-carbon doser injects fuel to heat the exhaust during active regeneration of the DPF.

*diesel particulate filter removes soot from exhaust containing high levels of NOx.

*The diesel oxidation catalyst is used to speed up the burning of fuel from the HC doser.

*Diesel exhaust fluid, an onboard exhaust additive containing urea, is injected into the exhaust stream.

*The exhaust reacts with the DEF in a decomposition reactor, turning the urea into ammonia.

*The ammonia then reacts with NOx in the selective catalytic reduction catalyst. NOx is natural nitrogen combined with oxygen because of high cylinder temperatures. SCR turns 85 percent of engine-out NOx to nitrogen and water.

*A second decomposition reactor turns remaining ammonia into water.

*Nitrogen and water enter the environment.