One of Scania’s three new engines with the company’s new
platform — the six-cylinder 12. 7 L DC13. Like the other two
engines, its bore has been increased to 130 mm, which combines with increased combustion pressure for a maximum
output with SCR of 368 k W.
engine equipped with EGR,” said Sobocki. “The performance of
our new engine range for 2011 has already been proven in
trucks, with outstanding results in on-road truck applications. ”
While SCR-equipped engines do not require any additional
cooling, an EGR installation may increase cooling needs by 50
to 70% compared to a Stage 3b/Tier 4 version, according to
Scania. Larger coolers require more space, which is already
tight in most nonroad vehicles.
In addition, an engine with SCR will not require a diesel particulate filter (DPF), which in turn means that the fuel-consum-ing regeneration of such a filter is also not required. Together
with a lower backpressure, this leads to lower fuel consumption,
hence lower CO2 emissions, said Scania.
Required for an SCR installation is a catalyst, which may
have a volume of around 30 L, together with a tank for the
AdBlue and a stainless-steel exhaust system. The certified
engine means that the complete engine system, including
the SCR catalyst and the urea tank with piping, is supplied
by Scania. ;
engine can be designed to give a fast response, something the
EGR system will not permit.”
For Stage 3b/Tier 4 interim in 2011, Scania is introducing a
new engine platform featuring three new engines. The
engines were designed with increased combustion pressure
and a larger swept volume resulting from an increase of the
bore from 127 to 130 mm; the same bore is used for all three
new engine models. The three new engines are the five-cylin-
der 9. 3 L DC09, the six-cylinder 12. 7 L DC13, and the V8
DC16 with a volume of 16. 4 L. The Scania XPI common rail
injection system is being introduced, as well as a waste gate
turbocharger system.
“The large varieties of applications for industrial engines, dif-
ferent environments and fuel qualities will require a large num-
ber of engine types in order to meet the market’s needs,” said
Henrikson. “Our extensive modularization of the engines
offers the flexibility required to satisfy such needs. With the
new Scania SCR system with an integrated hydrolysis cata-
lyst upstream in the exhaust system, we achieve great flexi-
bility for the OEM customer to adapt our engine and exhaust
system to their machine.”
For Stage 4/Tier 4 final, coming in 2014, the engines will be
based on the 2011 engine platform with an increased use of
AdBlue. For both emissions levels, 2011 and 2014, the SCR
leaves the cooling requirements unchanged from the current
engines, according to Scania.
“Some manufacturers claim that they can achieve the same
diesel consumption with EGR as when using the same engine
adapted for SCR,” said Sobocki. “But when we compare the
two technologies using the same basic industrial engine, the
diesel consumption is substantially lower on the SCR version.
“With SCR we are free to optimize the engine, and with SCR
the fuel consumption will be 5 to 7% lower than with the same
E
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