SCR Wars

CEO Summit sheds light on 2010 emissions technology, fights 'misinformation' about Diesel Emissions Fluid (DEF)


"It strikes me as I sit here that even though we represent a very significant percentage of the world's heavy-duty engine and truck production, we must not be very good leaders. And the thousands of engineers working for us around the globe must not be very bright. Because we've selected SCR for EPA 2010.

"And, according to the sole adopter of massive EGR, we've all made the wrong choice. This will certainly come as a surprise to the many customers around the world who are already using SCR. They are running hundreds of thousand of SCR-equipped trucks--and they are running very successfully. Fuel economy is what customers demand, and fuel economy is what SCR delivers.

"Customers have a choice next year, and the EPA has clearly indicated that it won't be a choice between buying EPA '07 and EPA '10 products. It will be a choice between proven global experience and expertise, and the claims of a regional manufacturer--a manufacturer that's making its first entry into the heavy-duty engine business.

"There are currently no production trucks--anywhere in the world--that deliver 0.5 grams of NOx with EGR only. Never mind the 0.2 gram standard that we're achieving with SCR--a standard that the competition is going to have to meet once its bank of credits is exhausted."

DENNY SLAGLE
President & CEO, Mack Trucks

"My message is very simple.

"We use EGR today. We know it puts additional stress on the engine. We know it generates a lot of heat, even at today's levels. We know it presents challenges when it comes to engine performance and fuel economy.

"We're managing all of this extremely well today. But we've reached the limits of what can be accomplished with EGR.

"More is definitely not better. We were ok in 2002 when the NOx standard was 2.5 grams and we could use low rates of EGR to meet it. When the standard was cut in half for 2007, down to 1.2 grams, it took a tremendous amount of engineering know-how to still use EGR for NOx because we had to go to higher rates.

"For 2010, the NOx standard drops to .2 grams, so small it's difficult to even measure. And it's just not possible to meet this .2 gram NOx level with EGR alone. Even the rate of EGR required to get NOx to .5 grams, the allowable limit using credits, takes the diesel engine into unknown territory with stress and heat.

"And there's no way around fuel economy and performance penalties. This isn't marketing--it's science, pure and simple.

"The bottom line? All of us up here today know EGR, we're experts in EGR, and that's why we're using SCR.

"We know there's misinformation about SCR out there, a lot of marketing over matter. Our message to customers is, 'Do your homework.' Become educated about both SCR and massive EGR so that you can make an informed decision. Explore the information on our websites, talk to us, ask questions.

"All of the talk goes away when the trucks get into the field. And based on the reaction of customers operating SCR-equipped trucks right now every day, we know this is where we will truly shine."

JIM KELLY
President of Engine Business, Cummins Inc.

"Cummins also has significant experience with both Cooled EGR and SCR. We've repeatedly said that we do not have a favorite technology. We've used Cooled EGR since 2002 to meet EPA standards for our six, eight, nine, 11 and 15 liter engines, and we've used SCR to meet EURO IV and V standards for medium-duty truck and bus throughout the continent.

"One of the advantages that Cummins has, at least in our view, is core competencies in combustion management, fuel systems, air handling and turbo machinery, filtration and aftertreatment controls. We've utilized these areas of expertise to come up with what we think is the right solution for our customers, and that's SCR.

"By thinking outside the cylinder, we've determined that the right technology to meet the near-zero 2010 emissions standards is in fact a combination of Cooled EGR and SCR.

"There are many reasons for this, but let me discuss five.
"The first is fuel-efficiency. We've clearly demonstrated through field testing and lab analysis that fuel-efficiency is greatly enhanced, both saving our customers money and emitting fewer greenhouse gasses.

"Secondly, our 2010 engines will have a much wider 'sweet spot' to hit driver capabilities. We think that this will contribute to as much as a five percent fuel economy increase.

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