November 7, 2007 Vol. 3, No. 23

Engines, engines, engines… it seems I can’t write about much of anything else these days. But I’m certainly not complaining, because the run-up to 2010 emissions demands
is mighty interesting stuff. And combined with the increasing globalization of truck and diesel technology, it makes for a lot of very full notebooks and bursting directories on my hard drive.

So let’s start with International Truck and Engine’s recent announcement that it won’t be using selective catalytic reduction (SCR) to meet the 2010 heavy-duty engine emission
standards. It joins Cummins in rejecting SCR in favor of an advanced fuel system, better air management, optimized combustion, and electronic controls to bring it all together. In addition, no incremental NOx after-treatment beyond the current ’07 technology will be required on any core on-highway application in 2010.

Navistar says it will move forward by maintaining core emissions systems currently in place.

We once thought SCR was the only technology that would work for 2010, even though it would require the addition of a urea tank on every truck and a distribution system
demanding new infrastructure. The Environmental Protection Agency wasn’t keen on it originally, but softened in the face of arguments from SCR proponents, led by Freightliner
and Volvo. Both off those companies have had significant experience with SCR in Europe for both Euro IV and Euro V emissions standards.

But two key European truck and engine makers, Scania and MAN, have successfully met Euro V demands – and are selling those engines now, two years in advance of the mandate — without needing that little urea tank. The key has been a common-rail fuel delivery system in both those cases, which allows for nearly infinite flexibility in fuel injection pressure and timing, and thus greater combustion efficiency. It’s no coincidence that Scania and Cummins worked on this 2010/Euro V solution together, as did International and MAN. Remember, the big-bore International MaxxForce engines that will launch in early 2008 are based on the European MAN engine.

The Euro V standard is similar to EPA 2010, set to go in effect in 2009, but many truck buyers are already buying these engines because they come with significant financial
incentives in some countries. Hence, there’s been no panic-strewn pre-buy at any stage of the proceedings across the pond. The EPA, in contrast, should be ashamed of its
unimaginative heavy-hammer approach to cleaning up our diesels.

Anyway, although International has found SCR to be an effective way to meet 2010 emissions standards, it adds to the cost and complexity, the company insists.

“While SCR is a means to achieve the NOx reduction requirement for 2010, it comes with a steep cost to our customers,” said Daniel C. Ustian, Navistar chairman, president and CEO. “Our ability to achieve our goals without adding customer cost and inconvenience is a competitive advantage for International.”

International’s chosen approach “will best serve our core customers who value reduced product and service complexity as well as business planning continuity through another
period of industry uncertainty,” added Jack Allen, president, International Engine Group.

AND WHAT ABOUT PACCAR’S ENGINE? Well, it’s not clear what technology the Paccar 12.9-liter engine will use for 2010. Known as the Paccar MX engine in the DAF trucks it powers in Europe and elsewhere, in Euro V trim it does indeed use SCR. When it comes over here, the emissions page in that story is so far unwritten. And that comes from the horse’s mouth.

As promised last time out, I can report here on a trip to Paccar’s European facilities — in England, the Leyland Trucks Ltd. assembly plant in Lancashire, and in The Netherlands, its DAF Trucks N.V. factory in Eindhoven. There was also a day at the RAI – the European Road Transport Show – in Amsterdam, and a few hours at the DAF test track.

And yes, in between all that busyness, there was the odd sampling of European beer.

The real reason for this jaunt was to get a fix on Paccar’s global nature in general and particularly on that DAF 12.9-liter engine that will find its way into Kenworth and Peterbilt trucks in 2010. Called the Paccar MX presently, it may well keep that name over here. It will be built in Paccar’s completely new 400,000-sq-ft engine plant in Columbus, Mississippi, now under construction and set to be finished in 2009. The MX is presently manufactured at DAF’s Eindhoven facility in the Netherlands, which has capacity for 50,000 engines a year.