PRESS info. Scania at ConExpo-Con/Agg 2011 Scania engines ready for Tier 4 final, Tier 4i and Stage IIIB compliant

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1 PRESS info P11302EN / Ann-Helen Tolleman March 2011 Scania at ConExpo-Con/Agg 2011 Scania engines ready for Tier 4 final, Tier 4i and Stage IIIB compliant Scania s range of industrial engines is compliant to Tier 4i and Stage IIIB regulations and ready for the 2014 emission legislation, Tier 4 final and Stage IV. With Scania-developed systems for engine management and emission control, the engine range provides an outstanding blend of performance and operating economy. The new engines are available in versions that meet all of today s emission steps, including Stage II and IIIA. The strict 2011 emission legislation applying in Europe and North America has been a major challenge for all engine manufacturers. The North American Tier 4i and European Stage IIIB regulations for non-road applications stipulate NOx levels as low as 2.0 grammes per kwh. With its new industrial engine platform, introduced already in 2009, Scania customers not only comply with Tier 4i and Stage IIIB, they are also ready to take on the Tier 4 final and Stage IV that come into force in Scania also uses the same modular engine platform for all steps in emission legislation. Hence, there is no need for global OEMs to redesign their equipment for Stage II, III or IV markets. Important factors in the industrial engine segment are high uptime, generous torque at low revs, good fuel economy and prompt engine response. These demands are all fulfilled with the new Scania engine range. Prototype engines have been running in various industrial applications since June 2009 with excellent results. Scania s long-standing philosophy is to secure full control of all strategic steps in development and performance control. Basic engine development and manufacturing, as well as the development of engine management, fuel injection and emission control systems are all carried out in-house. This strategic decision by Scania has been made to ensure that all demands and targets for performance and fuel economy can be met, as well as to ensure consistent environmental performance, robustness and convenience of operation. Scania Corporate Relations Telephone SE Södertälje Fax Sweden

2 (6) Key characteristics of Scania's new engine range are: Scania XPI common-rail fuel injection Revised bore and stroke, providing increased swept volume Increased combustion pressure Traditional

2 2 (6) Key characteristics of Scania's new engine range are: Scania XPI common-rail fuel injection Revised bore and stroke, providing increased swept volume Increased combustion pressure Traditional easy-to-service Scania architecture with individual cylinder heads Scania engine management Waste-gate turbocharger Scania SCR exhaust aftertreatment Scania Saver ring in the cylinder liner prevents coke build-up at the top of the piston Scania XPI, common-rail fuel injection The engines have a common-rail fuel injection system, Scania XPI (extra high-pressure injection). The main properties of the injection system are: Up to 2400 bar injection pressure highest in the market High injection pressure low particulate emissions High torque at low revs promotes drivability The common-rail system allows a high degree of freedom in terms of injection timing and pressure. Injection timing and duration are independent of the camshaft angle. High injection pressures are thus available at any time, irrespective of engine speed. It also opens the possibility to use several injection pulses. Control of the fuel injection system is all electronic. This means that there are no lobes on the camshaft to actuate the fuel injectors, nor are there any tappets, pushrods or rocker arms for this purpose. Scania XPI schematic 1. Low-pressure pump 2. Fuel filters with water separator 3. Inlet metering valve 4. High-pressure pump 5. Rail (accumulator) 6. Rail pressure sensor 7. Mechanical dump valve 8. Return rail 9. Electronically controlled fuel injector

3 3 (6) In-house engine management system To secure control of all aspects of engine performance and emission control, Scania has developed a new generation of engine management systems. The multitude of functions controlled includes fuel injection, exhaust aftertreatment, charge-air and engine operating temperature. The control unit is mounted on the cool side of the engine. Engine architecture The engine platform is a completely new design, yet it retains traditional Scania characteristics like individual cylinder heads, camshaft located high in the block and rear-mounted timing gears, as well as dual oil filtering with a paper cartridge the venerable Scania cyclone oil filter that removes even the finest of particles in the oil. Bore (9-, 13- and 16-liter) and stroke (13-liter) have been slightly altered and swept volume increased compared to current range of engines. Important features of the industrial engine segment are ease of servicing, high uptime, generous torque at low revs, good fuel economy and prompt engine response. The cylinder block and other structural components have been redesigned for additional strength. The Scania Saver ring fitted at the top of the cylinder liners minimizes carbon deposits on the edge of the piston crown, while enabling maintenance intervals to be further extended. Scania SCR For several years, Scania has been using EGR as well as SCR technology for its range of trucks and buses. Scania SCR is ideal for industrial applications where features such as prompt engine response, generous torque at low revs and good fuel economy are important. Scania has therefore chosen to use SCR (selective catalytic reduction) in combination with the common-rail fuel injection system, Scania XPI, for industrial offroad applications. The function of the SCR system is based on the injection of a urea solution (DEF, Diesel Exhaust Fluid) into the exhaust pipe and a hydrolysis catalyst. The urea solution forms ammonia from the heat of the exhaust gases and enters the catalytic converter. When the NOx reacts with ammonia in the catalytic converter, the NOx molecules in the exhaust gases are converted into nitrogen and water. NOx is a generic term for mononitrogen oxides (NO and NO 2 ), which are produced during combustion.

4 4 (6) Scania SCR is capable of reducing NOx emissions to the levels required by several future emission standards. SCR has been used to reduce NOx emissions in stationary and marine installations for two decades and in recent years has found widespread use in automotive applications. Ready for future demands Scania has completed the engineering for Stage IV and Tier 4f (final) that will apply from For Scania, this step will only involve minor changes to the installation. Equipment manufacturers can thus continue with their current designs, without any need for re-engineering to accommodate Scania s power units for Tier 4f or Stage IV. DEF DEF is the commercial names of a mixture of water and urea. It is a non-toxic aqueous urea solution that chemically reduces NOx emissions from diesel-fuelled engines. When dissolved in water it is non-toxic and easy to handle. With SCR, an additional tank is required for the urea solution. To secure compliance with the EPA10 emission regulations for on-road vehicles, most engine manufacturers have chosen to use SCR aftertreatment technology. This means that DEF is now widely available at fuel stations or in bulk supply for use in industrial applications. Scania provides all components in the SCR system, from the supply tank for DEF to the catalyst and the NOx sensor. Special materials are used because the urea solution is corrosive to metals such as non-alloyed steel and zinc coated steels. The urea solution has the following properties: Consumption around 2-7% of fuel consumption for Tier 4i and Stage IIIB NOx-levels The urea solution is corrosive to some metals such as non-alloyed steel, copper, copper containing alloys and zinc coated steels and it freezes at -11 C (+12 F) No restrictions for transport by rail, road or sea

5 5 (6) Long maintenance intervals Maintenance and oil-change intervals for the industrial engine range are a full 500 h. Shared components and systems between the different engine series reduce costs for parts stocking and maximize availability. In addition, training of staff is facilitated by the commonality between the engine series. Engine weights and dimensions Engine type* Configuration Swept volume Length mm (in)** Width mm (in) Height mm (in) Dry weight kg (lb) DC9 Inline liters 1230 (48.43) 870 (34.25) 1120 (44.09) 950 (2094) DC13 Inline liters 1400 (55.12) 900 (35.43) 1220 (47.24) 1050 (2314) DC16 V liters 1300 (51.18) 1100 (43.31) 1210 (47.24) 1340 (2954) * DC = air-to-air charge cooling. ** Without fan. Scania industrial engine range for EU Stage IIIB and US Tier 4i All-speed engine type Specific fuel consumption Performance at 1500 r/min Power r/min Rating* Max. torque r/min g/kwh g/hph DC9 202 kw (275 hp) 2100 ICFN 1552 Nm kw (350 hp) 2100 ICFN 1800 Nm kw (400 hp) 2100 IFN 1967 Nm DC kw (350 hp) 2100 ICFN** 1950 Nm kw (400 hp) 2100 ICFN 2157 Nm kw (450 hp) 2100 ICFN 2255 Nm kw (500 hp) 2100 IFN 2373 Nm kw (550 hp) 2100 IFN 2345 Nm DC kw (550 hp) 2100 ICFN 2632 Nm kw (650 hp) 2100 ICFN 2872 Nm kw (700 hp) 2100 IFN 2938 Nm * ICFN: Continuous service, rated output available 1/1 h. Unlimited h/year service time at a load factor of 100%. IFN: Intermittent service, rated output available 1/6 h. Unlimited h/year service time at a load factor of 80%. ** Only EU Stage IIIB. Scania industrial engine range for other emission standards Scania s range of industrial engines also covers the current emission standards in the EU and US, as well as standards in other areas.

6 6 (6) Engine type* Performance Emission class DC kw ( hp) Stage IIIA DC kw ( hp) kw ( hp) Stage IIIA Stage II DC kw ( hp) Stage II kw ( hp) Stage IIIA * DC = air-to-air charge cooling. DI = air-to-water charge cooling. For more information and images: Go to for the media site. At you can search for related images by entering Conexpo2011 in the Quick search field. For further information about the new and current engine ranges and availability of prototypes before introduction, please contact - Bernt Gustavsson, Sales Director Industrial Engines, tel , bernt.gustavsson@scania.com - Ann-Helen Tolleman, Corporate Relations tel , ann-helen.tolleman@scania.com

Scania at INTERMAT 2012 in Paris: Scania engines ready for Stage IV and Tier 4 final

PRESS info P12401EN / Ann-Helen Tolleman April 2012 Scania at INTERMAT 2012 in Paris: Scania engines ready for Stage IV and Tier 4 final Scania industrial engines will manage Stage IV and Tier 4 final