Shown is the on-road vs. nonroad
legislations in Europe. The nonroad
and the on-road legislation for
emissions will be at the same, low
level by 2014.
BY BO SVENSSON T he future nonroad emissions reg- ulations are coming up quickly, with limits as stringent as the latest on-road regulations.
For the nonroad sector there are two
important dates ahead that will have a
large impact on most installations. In
2011, Stage 3b and Tier 4 interim will be
introduced, and in 2014, Stage 4 and
Tier 4 final will come into force.
Currently, there is a gap between the
nonroad and on-road legislation. The
legislation affecting on-road vehicles is
generally stricter than the nonroad regulations. The latest technologies are thus
normally introduced first on the on-road
vehicles and later transferred to the non-road sector. Not until 2014 will the non-road and the on-road legislation for
emissions be at the same, low levels.
Environmental care has long been
one of the cornerstones of the Volvo
Group’s activities, and the Volvo Group
has developed common engine platforms helping to fulfill the latest environmental requirements.
Volvo Penta is responsible for Volvo
Group engine sales to original equip-
VOLVO PENTA PREPARES FOR
THE FUTURE OF NONROAD EMISSIONS
To meet the 2014 emissions legislation, SCR will be coupled with
additional advanced technologies developed within the Volvo Group
ment manufacturers outside the Volvo
Group. The product range in the
Industrial business segment encom-passes diesel engines in the 75 to 675
k W power range.
“At Volvo Penta we believe that there
is no reason why nonroad customers
should settle for anything less than what
is currently being used in passenger
cars and heavy-duty trucks,” said David
Hanngren, industrial product planning at
Volvo Penta. “It is true that the variety of
applications is far greater in the nonroad
sector than in on-road, making it a
greater effort to switch to new technolo-
gy. Looking ahead, we really should
merge the technologies being used as
quickly as possible.”
Hanngren continued, “Volvo’s main
reasons for merging the technologies
sooner rather than later are that the
SCR technology offers benefits to the end
user and OEM. The system offers advan-
tages in fuel economy and in the ease of
installation, and also an advantage in the
simplicity and durability of the system.”
At present, the industry is faced with two
main paths for meeting the 2011 and 2014
off-road legislation. One is the exhaust gas
recirculation (EGR) and diesel particulate
filter (DPF) combination and the other is
selective catalytic reduction (SCR).
A Volvo Penta 13 L engine with SCR. Up
front from left to right are the AdBlue tank,
the supply system
and the SCR
muffler,
which will
replace the
current silencer in the
application.
