The manufacturers of 2010 EPA emission-compliant heavy duty on-highway diesel engines say their engines have been well received in the marketplace. Reports and feedback coming in from fleet customers, as well as from demo trucks in the field, have been positive, with the engines meeting expectations and consistently delivering fuel economy improvements over the previous generation of engine technology.
To comply with the EPA 2010 diesel emissions standards, the world’s most stringent, commercial truck and engine manufacturers settled on two types of emissions control technologies: selective catalytic reduction (SCR) and exhaust gas recirculation (EGR). SCR allows the engine to be optimized for fuel efficiency and treats the engine exhaust downstream. EGR, also referred to as in-cylinder EGR and enhanced, advanced or massive EGR, reduces emissions in the engine cylinder.
The standards mandate emissions no greater than 0.2 g/bhp-hr (grams per brake horsepower-hour) for nitrogen oxide (NOx) and 0.01 g/bhp-hr for particulate matter (PM). Both EGR and SCR technologies reduce NOx emissions. To decrease PM emissions, both systems employ diesel particulate filter (DPF) technology.
Navistar International, with its MaxxForce engines for its International brand trucks, is the only heavy duty truck company to offer an EGR solution for 2010 diesels. All others, including Daimler Trucks North America, Mack Trucks, Paccar and Volvo Trucks North America (VTNA), along with engine maker Cummins, have gone with SCR technology.
The number of 2010 EPA engines in the marketplace is relatively small due to two significant marketplace influences. One is the slowed economy in combination with the pre-buy last year where fleets got all the trucks they felt they needed, after which truck orders went dry. The other was the substantial upcharge for the engines, required to offset the costs of meeting the new emissions requirements. This had truck users seeking out good used late model equipment and new old stock on dealer lots.
“There’s no doubt that acquisition of 2010 trucks is off to a slow start,” says Allen Schaeffer, executive director of the Diesel Technology Forum. “I’d attribute nearly all of the delayed acquisition to the recessionary economy and not to any issues with the new generation of clean diesel truck engines.
Founded in 2000 and dedicated to raising awareness about the economic importance of diesel engines, the Diesel Technology Forum represents the nation’s engine and equipment manufacturers, fuel refiners and emissions control technology manufacturers. It also serves as a primary resource and partner for policymakers, media and non-governmental organizations on issues and activities related to the use of diesel technology.
Ed Saxman, drivetrain product manager for VTNA, says “there is a growing interest in fleets wanting to buy new trucks.” Tim Shick, director of engine sales for Navistar International, agrees that new heavy duty truck sales are starting to pick up but “builds are being pushed out to the later part of the year.”
Orders for new trucks EPA-compliant diesels are starting to rise, Schaeffer says, and notes Penske Truck Leasing’s ordering 750 Freightliner Trucks and Knight Transportation’s purchase of 370 Volvo VN tractors. At the time of this writing, Daimler Trucks North America had received orders for more than 10,000 trucks, chassis and buses from more than 700 customers. Cummins had built and shipped more than 5,500 EPA 2010 engines, including ISX15, ISL9, ISC8.3 and ISB6.7 models.
“We’ve been very deliberate in rolling out a slow launch for our 2010 EPA engines, which began in September 2009,” says VTNA’s Saxman. “There are hundreds of production trucks with EPA 2010 technology in daily operation with customers and they’re reporting fuel savings, improved performance and excellent reliability. Our D11, D13 and D16 engines are getting fuel economy which is a 5 percent increase over our 2007 engines, and those showed an improvement over previous engines.”