John Deere Power Systems introduced recently the PowerTech™ PWL 4.5L engine, which will meet Final Tier 4/Stage IV emissions regulations without a diesel particulate filter (DPF). The 63 kW to 104 kW (85 hp to 140 hp) engine was announced at Bauma 2013 in Munich, and complements the John Deere lineup of Final Tier 4/Stage IV off-highway diesel engines rated 36 kW to 448 kW (48 hp to 600 hp) announced earlier.
The PowerTech PWL 4.5L engine reduces cost and improves engine packaging by eliminating the DPF — while still meeting customer performance expectations for applications in the 56 kW to 104 kW (75 hp to 140 hp) power segment.
The PowerTech PWL 4.5L is equipped with an Integrated Emissions Control system consisting of selective catalytic reduction (SCR), a diesel oxidation catalyst (DOC) and cooled exhaust gas recirculation (EGR) technology. Elimination of the DPF was enabled through combustion system optimization and improvements in SCR system conversion efficiency.
“We believe the elimination of the DPF will serve OEMs and end users well in the very competitive 56 kW to 104 kW (75 hp to 140 hp) segment, balancing packaging and product cost considerations with performance and operating cost requirements,” said John Piasecki, director of marketing, sales and customer support for John Deere Power Systems. “We expect emissions technologies will continue to evolve and improve, and we’ll adopt those changes when available to improve the customer experience.”
The introduction of the PowerTech PWL 4.5L engine represents the third Integrated Emissions Control system configuration John Deere will offer for Final Tier 4/Stage IV.
For the 36 kW to 55 kW (48 hp to 74 hp) power range, John Deere will offer models using a DOC/DPF without cooled EGR or SCR. The PowerTech PWL 4.5L in the 56 kW to 104 kW (75 hp to 140 hp) power range will be equipped with an Integrated Emissions Control system configured with SCR, a DOC and cooled EGR. Engine models above 104 kW (140 hp) will feature an Integrated Emissions Control system consisting of cooled EGR, a DOC/DPF and SCR. All John Deere Integrated Emissions Control systems are exclusively designed to meet the specific demands of off-highway applications in the given power categories.
“At John Deere, we tailor our Integrated Emissions Control system configurations to meet customer needs and Final Tier 4/Stage IV emissions regulations,” Piasecki said. “We’re confident that all of our solutions will deliver industry leading performance and value while also meeting required long term emissions compliance.”
With the move to SCR technology for Final Tier 4/Stage IV engines, total fluid economy becomes important, and John Deere is confident that its total fluid operating costs will grow its industry leadership. Total fluid economy takes into account an engine’s total fluid consumption, including diesel fuel and diesel exhaust fluid (DEF). DEF consumption with John Deere Final Tier 4/Stage IV engines will be 1 to 4 percent of diesel fuel consumption depending on the application. Low DEF consumption also means:
- the DEF tank size can be smaller, minimizing space required on vehicles
- extended DEF filter service intervals
- less on-site bulk storage requirements
John Deere Final Tier 4/Stage IV engines will provide the same or higher levels of power density and transient response as the Interim Tier 4/Stage III B product lineup.
Models and power ratings for the full John Deere Final Tier 4/Stage IV lineup include:
- PowerTech EWX 2.9L: 36 kW – 55 kW (48 hp – 74 hp)
- PowerTech EWX 4.5L: 55 kW (74 hp)
- PowerTech PWL 4.5L: 63 kW – 104 kW (85 hp – 140 hp)
- PowerTech PSS 4.5L: 93 kW – 129 kW (125 hp – 173 hp)
- PowerTech PVS 6.8L: 104 kW – 187 kW (140 hp – 250 hp)
- PowerTech PSS 6.8L: 168 kW – 224 kW (225 hp – 300 hp)
- PowerTech PSS 9.0L: 187 kW – 317 kW (250 hp – 425 hp)
- PowerTech PSS 13.5L: 309 kW – 448 kW (414 hp – 600 hp)
Source: John Deere
Even if it is for a specific and narrow application, removing the DPF is a great engineering success as it removes a lot of constraints for the customer. Indeed a DPF implies increased fuel consumption for regeneration, some time consuming process for cleaning it at the workshop and a high free volume for packing the DPF. Do you think engineers only used Software solutions for avoiding creation of soot during the combustion?