Theme: EngineS & Engine Compliance
Taking Stock of Engine Builds & Compliance Standards
By Marek Krasuski
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rucking has time and again proven itself a forerunner of change by adapting to sweeping environmental standards. Exhaust reductions in 2002, soot controls in 2007, and the elimination of Nitrous Oxide (N0x) emissions in 2010 were pivotal events that demonstrated the industry’s adaptability. No doubt this history will support the transportation sector as it wrestles with new fuel efficiency standards introduced by the Obama Administration. The new program, developed by the US Department of Transportation and the Environmental Protection Agency, will affect trucks and buses built between 2014 and 2018. The requirements include a 20 percent reduction in fuel consumption and greenhouse gas emissions for combination tractors by the 2018 model year, beginning with 2014 builds. The changes are expected to spike sale prices of Class 8 trucks by $6,000 a significant amount, but one that many say will be absorbed in a year by accrued fuel savings. Reduction levels will be measured by carbon dioxide (C02) emissions calculated by a formula which at the time of this writing was not yet available to diesel engine manufacturers. The effort to bring engines up to the new standards has already been undertaken by some builders, even before the announcement on new rules was delivered by President Obama on August 9th of last year. According
4 January 2012
to Gary Crudge, General Sales Manager for Kenworth Truck Centres, the PACCAR manufactured MX engines that power m a n y o f K e n w o r t h ’s units already meets the new standards. Crudge adds that MX -equipped trucks can yield savings of 5 to $6,000 per year and more. “It’s safe to say that on high mile trucks running 300,000 miles a year, we are witnessing up to a$12,000 annual fuel savings depending on mileage, driver performance, weight and terrain, compared to some older less fuel efficient trucks.” The PACCAR MX engine model is reportedly the only diesel engine to use Compact Graphic Iron (CGI) in both the cylinder block and head. Other manufacturers use CGI only in blocks. The engines are 20 percent lighter and 75 percent stronger than conventional gray iron builds, delivering benefits such as quieter operation, durability and increased structural integrity. Fuel management is achieved by an electronic control module, and low operational speeds with excellent torque performance are typical characteristics of the MX engine which has a design life of one million miles. Crankshaft design has also been improved. The absence of counterweights and its lightweight construction account for quicker acceleration and increased power, as well as smoother operation of vehicles. Enhanced fuel efficiency and emission reductions also depend on the integration of design characteristics. Kenworth has for decades focused on aerodynamic advances. Its recent introduction of the T700 model fuses both engine and design improvements through a process the company calls “computational fluid dynamics.”
The heavy duty T700, best suited for LTL applications, is Kenworth’s flagship model that boasts the lowest aerodynamic drag of any Kenworth product ever built. Some improvements include aerodynamic roofs, bumpers, chassis fairings and hoods which, when opened, provide easy access to engine components. Having earned the distinction of being the first to receive EPA approval for its 2010 emission compliant engines, manufacturing giant Volvo Trucks is also the top seller of 13 and 11 litre engines in the U.S. (Conventional on road HD engine sizes have been reduced from typical 15 litre engines, a practice driven by EPA standards.) According to company officials, “Volvo’s fully integrated engines with Ishift transmission work in concert to maximize performance, driving Volvo Trucks’ industry leadership in fuel efficiency.” The company’s latest package is the XE 13 which, with the 13 litre D13 engines, delivers up to 500 hp and 1750 ib. ft. of torque. Reports say that “because the drivetrain is fully integrated, each system knows precisely what demands are being placed on each component. The high speed communication network allows the tractor’s I-shift transmission to direct the engine to respond to its needs instead of the other way around.” Volvo, meanwhile, will proceed with a five year research plan aimed at freight-moving efficiency of heavy duty trucks and the reduction of greenhouse gases thanks to research funding from the US government. In achieving program goals of Class 8 efficiency gains, Volvo will focus on improved truck aerodynamics and energy conversion effi-
ciency. Volvo Trucks senior vice president, sales and marketing, hailed the program as an important step forward in the integration of best practices. “We are delighted to receive this SuperTruck award that builds upon an already strong relationship with the U.S. Department of Energy. Freight transportation plays a vital role in our daily lives and the strength of our nation, so it’s essential that we step up our efforts to create the best, most efficient heavy-duty truck solutions possible. This public-private partnership is an important step forward as we continue to expand our technology leadership.” Another major player, Navistar International, continues to pursue its share of the medium-duty market with the MaxxForce 7 engine that powers most TerraStar and DuraStar medium duty vehicles. Upgrades to the V8 turbodiesel engine include a high pressure common rail fuel system, dial sequential turbochargers, and a compacted graphite iron block, features which the company says will deliver a better engine with outstanding power, performance, reliability and fuel economy. The graphite iron blocks, modelled after the MaxxForce 11 and 13, are claimed to add 75 percent more tensile strength, 40 percent better stiffness and 200 percent improved fatigue resistance compared to conventional block construction. The graphite block combined with additional features will increase the B50 engine life from 350,000 to 500,000 miles. Introduced in 2010, ratings for the MaxxForce 7 “have been boosted up to 300 horsepower and 660 lb.-ft. of torque. The new dual sequential turbo-
chargers design and highpressure common-rail fuel system yield higher peak power for impressive acceleration, grade climbing and towing capability,” the company says. International is the only company to harness EGR (Exhaust Gas Recirculation) technology to meet EPA 2010 emissions standards compared to the remaining engine builders who adopted the SCR (Selective Catalytic Reduction) alternative. EGR eliminates nitrous oxide emissions (N0x) inside the engine, a method which some competitors claim will fall short of the strict EPA guidelines. The MaxxForce 7’s basic warranty is a year longer than standard coverage on most medium duty counterparts. Engine refinements are likely to continue in tandem with other modifications necessary to meet ongoing regulations. This year, for example, will see the introduction of new brake stopping requirements for commercial vehicles. The initiative mandated by the U.S. National Highway Traffic Safety Administration (NHTSA), and followed by Canadian transport authorities, calls for an approximate 30 percent reduction in stopping distance allowances. The move will require the installation of new disc brakes with approved OEM brake lining with enough friction to stop
vehicles within shorter distances. In Ontario, all new builds must now meet new SPIF requirements. The Safe, Productive, Infrastructure Friendly (SPIF) program affects all vehicles equipped with lift axles. As well, wheels on SPIF-approved trailers will be required to remain on the road surface in order to distribute cargo weight evenly and thus reduce damage to Ontario’s road infrastructure caused by excessive weight concentration. In addition, all SPIF-compliant trailers must be equipped with self-steering trailer wheels, a feature which many claim will help prevent tires from ripping apart on corners. Some, like Kenworth Truck Centre General Sales Manager Gary Crudge, foresee the installation of black boxes, another technology advancement that will hike up the sales ticket on new builds, but will also level the playing field. “Mandatory black boxes mean that operators won’t be able to run illegally. Drivers will not be falling asleep at the wheel, lives will be saved, and everyone will be forced to work within the same parameters,” he says. As rising unit costs, tighter regulations, increased competition and reduced freight rates define the industry, little room will be left for competitors unable to operate according to the most exacting efficiency standards.
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