The Volvo Penta TAD1650VE is a diesel engine built on the Volvo inline- six design. The in- jection and air charging system, designed for low internal losses, contributes to effi- cient combustion and low fuel consumption. The engine complies with EPA/CARB Tier 3
and EU Stage 3 exhaust emissions regulations. These regulations are met by using Volvo Advanced
Combustion Technology (V-ACT).
In Europe, the dominant technology to meet Euro 4 and Euro
5 has been SCR. This has been adopted by all truck manufacturers with few exceptions. Regulations in the United States will also,
with very few exceptions, be met with SCR technology by most
truck manufacturers.
In the nonroad sector, however, there is still the choice
between EGR and SCR. It is not an easy decision to make, and
manufacturers are promoting their own choice of technology.
Volvo has both technologies available, which are being used
concurrently in different parts of the world. For the on-road sector in Europe, Volvo has been using SCR systems since the
introduction of Euro 4 in 2004. More than half a million Volvo
units are operating in Europe.
In the United States, Volvo will introduce on-road engines meeting 2010 regulations this year. These engines will be equipped
with SCR systems as well as EGR and DPF technology. Volvo
was one of the first manufacturers to receive an EPA approval for
this system in the United States.
Volvo Penta considers the use of SCR catalysts as beneficial
for Stage 3b/Tier 4 interim because high volumes make the system competitive. Also, the technology is matured and has
become a standard configuration for trucks complying with Euro
4 and higher. An SCR system requires virtually no maintenance
during the lifetime of the engine, so service will be favorable
from an operating cost view, said Volvo Penta.
“Another reason to use SCR,” said Hanngren, “is that several
studies show that if two identical engines meet the same emission standards, one with SCR and the other with EGR/DPF, the
engine with SCR will in most cases have between 5 to 8% lower
fuel consumption, hence lower CO2 emissions.
“The SCR leaves the engine block and components on the
engine largely unchanged moving from the Stage 2/Tier 2
engine to the Stage 3b/Tier 4 interim engine. It is basically an
addition of the SCR muffler, which in itself will replace the cur-
rent silencer in the application, plus an AdBlue tank and supply
system,” said Hanngren. “The SCR technology also enables
higher output per liter displacement compared to EGR on a
given engine, and in a more compact package.”
With Volvo Penta’s configuration, moving from Stage
3a/Tier 3 to Stage 3b/Tier 4 interim will not require changes in
the cooling system because there will be no additional heat
rejection, it said.
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