GLOBAL – PRODUCTS • TECHNOLOGY • INDUSTRY NEWS

DIESEL PROGRESS iINTERNATIONAL China’s Shacman Building In Brazil

page 24

page 6

page 18

page 14

DAF’s Euro 6 Diesel Debuts

Highlights From

May 2013

Dana ConfiDent in China

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Worldview

Over the last several months there have been repeated reports warning that the climate is edging perilously closer to a “tipping point” — that junc-ture after which the planet is irretriev-ably affected. It’s the point of no re-turn, the step off the cliff.

While many of these reports are rendered in a straightforward, rea-soned manner, a fair share all but squeal “Repent! The end is near!” Re-pentance usually consists of relying solely on renewable energy sources, significantly increasing taxes on ener-gy and basically changing the nature of modern society.

I can’t speak to the accuracy of the tipping point theory. It may be that we are well across some environmental Rubicon. But knowing human nature, if it comes down to a choice between making comprehensive, fundamental changes to how everyone lives in the next year or two (or five or 10) or coping with higher sea levels, more unpredict-able weather and warmer temperatures, we’d probably better break out the rub-ber boots, umbrellas and sunblock.

The tipping point meme also seems to overlook progress made. Engines — diesel, petrol and natural gas — are cleaner than ever before. In the U.S., the government just reported carbon dioxide emissions are at their lowest level in two decades. That, and the general acceptance of the need for environmental regulation, is posi-tive news. Repeated hectoring about tipping points can’t help but raise the thought that if it’s already too late, why bother doing anything?

Though it captures headlines and raises anxiety, sounding a continual alarm — even if it’s justified — seldom yields the desired results. The bell that rings constantly is soon tuned out. If we are (or have) headed over a climate precipice, perhaps a better course of action might be to consider the most probable impacts and try to prepare for those. dpi

A classic example of history seem-ingly repeating itself came recently from the good folk of Scania and Siemens.

These two venerable engineering institutions, which can boast proud re-cords of achievement going back many decades, announced they had entered into a partnership.

The linkup combines Siemens’ tech-nology to power vehicles with Scania of Sweden’s expertise in the electrifica-tion of powertrains in trucks and buses.

The result could result in Sweden becoming the world’s first country with electrically powered trucks and elec-trified roads for commercial use.

Scania has worked for some time on electrifying truck and bus powertrains. Siemens has developed the concept of vehicles receiving power from a wire in the air via a pantograph (a device which collects power) on the vehicle’s roof.

The pair hopes to develop electrical-ly powered trucks for commercial use.

“Full-scale demonstration of electri-fied road sections can quickly become a reality through this partnership,” Sca-nia’s Henrik Henriksson says. “Fuel sav-ings made possible by electrification are huge, and this project is a foundation stone for fossil-free road transport.”

Sounds marvelously cutting edge. A great and simple idea that not only satisfies the cravings of the green lobby keen to see environmental ben-efits but it also pleases cost conscious fleet operators wanting to slash over-heads and see fuel bills reduced.

However, it all has a familiar ring to it. The basic concept, then used on a vehicle called a trolleybus, is ancient. When the initial love for that transport mode eventually waned in some parts of the world the wiring infrastructure to power such vehicles was pulled down at some expense. Now it may have to go back up again.

An early reference to the trolley-bus was in the Journal of the Society of Arts written by a young engineer named William Siemens. dpi

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WhAT’S INSIDE …

GLOBAL – PRODUCTS • TECHNOLOGY • INDUSTRY NEWS

DIESEL PROGRESS iINTERNATIONAL

2 Worldview

4 Low-Flow, Load-Sensing hydraulic Valve Launched

6 DAF’s Euro 6 Diesel To Debut

8 Global Trends

10 Dateline

12 Waiting For The Green Light

14 Keeping Confident In China

16 Diesel hR

17 FPT Supplies Gas Engines To Peru

18 highlights From bauma

20 Aiming To Clean Up In Europe

22 Global Roads — Some Perspective Is Called For Concerning Natural Gas Trucks

24 South America Notebook — China’s Shacman To Build heavy Trucks In Brazil

28 India Notebook — Tata Motors Supplying Indian Military

30 A New Control For Tier 4

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Low-FLow, Load-sensing Hydraulic ValVe launcHed

Also new is the PVE Series 6 actuator allowing for electrohydraulic platforms

Sauer-Danfoss has developed the first load-sensing valve in its portfolio for the low-flow segment. The new PVG 16

valve facilitates the integration of load-sensing system design and electrohy-draulic actuator technology.

Based on Sauer-Danfoss’ existing PVG technology and components, the PVG 16 is rated for a flow of up to 65 L/min and work port pressure of up to 400 bar. Municipal vehicles, agricultural equipment, small cranes and construc-tion machinery are among the key ap-plications listed by Sauer-Danfoss.

“The higher efficiency required of hydraulic equipment in response to emissions and functional safety re-quirements have highlighted a need for advanced system design and per-formance,” said Morten Clausen, PVG

requirements of each function on a machine,” Clausen said. “The modu-larity of the low-flow PVG 16 enables these requirements to be even more precisely matched than before.”

A new actuator — the PVE Series 6 — provides the valve with its elec-trohydraulic platform. Incorporating a microcontroller for closed-loop con-trol, the actuator delivers spool control and built-in fault monitoring, with what Sauer-Danfoss said is high tolerance toward temperature variations.

The Sauer-Danfoss PVG valve fam-ily also includes the PVG 32, PVG 100 and PVG 120 — providing flow up to 240 L/min. dpi

product marketing manager at Sauer-Danfoss. “As a result, there is a clear trend towards using load-sensing spool valves that are more durable, energy efficient, controllable and safe.”

The PVG 16 is seen by Sauer- Danfoss as the next step for its PVG technology platform. Along with its modular design — characteristic of the entire PVG family — the valve makes use of established building blocks in the PVG design toolbox.

For example, the pump inlet module and end plate are identical to those of the PVG 32, preparing the PVG 16 for integration in customized valve stacks, accommodating everything from simple to complex functionalities.

“From a cost and efficiency point of view, there is a need to build valve stacks that mirror the individual flow

Diesel Progress international 4 May 2013

For More inForMationwww.sauer-danfoss.com

Targeted for applications such as municipal vehicles, agricultural equipment, small cranes and construction machinery, Sauer-Danfoss’ new PVG 16 load-sensing, low-flow hydraulic valve is rated for flows up to 65 L/min and work port pressures up to 400 bar.

Mobile hydraulicS

MTU.indd 1 4/18/13 11:36 AMDPI558.indd 1-2 4/25/13 2:37 PM

DAF’s Euro 6 Diesel To DebuT

Paccar MX-11 to offer five ratings to 320 kW, will power trucks in Europe and North America

By Ian Cameron

A new range of Euro 6 engines spanning the 210 to 320 kW power range has been

announced by DAF Trucks.The 10.8 L Paccar MX-11, developed

and built by DAF in Eindhoven, Neth-erlands, goes into production in the autumn and will be available for the new DAF Euro 6 CF and XF series. It is planned that the engine will be avail-able in Paccar’s Kenworth and Peterbilt trucks in 2015.

The engine range has five different rat-ings available for two main application ar-eas. The 210, 240 and 271 kW versions with maximum torques of 1200, 1400 and 1600 Nm respectively (at 1000 to 1650 r/min) are suitable for urban, regional and national distribution applications, the company said. For heavy use, 291 and 320 kW ratings are available with maxi-mum torques of 1900 and 2100 Nm, re-spectively (at 1000 to 1450 r/min.)

DAF, a subsidiary of U.S.-headquar-

been added to the engine for this purpose. When required, it

injects fuel ahead of an oxidation catalyst to generate the necessary

amount of heat for regeneration. The SCR system has also been designed to main-tain optimum temperatures, DAF said.“Thanks to its smart coating, it is

able to achieve maximum performance across a wider range of temperatures, which means that the engine can func-tion optimally and in the most efficient way,” Borsboom said.

DAF said the engine block is a com-pletely new design made of compact graphite iron (CGI), with vertical ribs to maximize strength and rigidity, which helps achieve lower noise levels. Again as with the 12.9 L Paccar MX-13 diesel, DAF said as many functions as possible have been integrated to maximize reli-ability and durability.

All piping, for example, is cast into the cylinder block and the two pump units that generate pressure for the common rail system have been worked into the block. The timing gear case and the pre-separator of the crankcase ventilation system have also been integrated into the engine block.

DAF said dual overhead camshafts are a key feature of the new cylinder head, which has four valves per cylinder and an integrated inlet manifold. “This configura-tion offers significant advantages,” Bors-boom said. “Firstly, the valve train can be configured in a smart and more robust manner, which optimizes durability. The

tered truck maker Paccar,

said that to meet the Euro 6 emissions require-

ments, it will use various ex-haust gas aftertreatment technol-

ogies such as an selective catalytic reduction (SCR) system and an active particulate filter.

“Just as with the 12.9 L Paccar MX-13 engine, the aim is not only to achieve the right exhaust gas composition, but also the right temperature in the soot filter,” said Ron Borsboom, member of the board of management of DAF Trucks, responsible for Product Development. “The basic prin-ciple is to have as much passive regenera-tion of the soot filter as possible by getting the engine to create the ideal circumstanc-es for this to happen.

“That is why the exhaust manifold, as well as the key parts of the exhaust sys-tem, have been encapsulated. If despite of this, the temperature of the exhaust gases drops too low due to a specific ve-hicle application, the engine will switch to active regeneration.”

A seventh injector, placed behind the turbo and upstream of the soot filter, has

Diesel Progress international 6 MaY 2013

Diesel engines

water pump with a two-speed electro-magnetic coupling for extra efficiency. During deceleration of the vehicle, the intelligent air compressor brings the air system up to maximum pressure, which means that it can often remain switched off on level roads, said DAF.

To maximize reliability and durability, the wiring harnesses are encapsulated. The alternator and compressor pump for the air conditioning are mounted on the engine as a single unit, and the fuel mod-ule with integrated heating and automatic moisture separator are located directly on the engine for maximum protection. The oil module has an integrated oil filter and stainless-steel oil cooler. dpi

a Cummins Turbo Technology variable geometry turbocharger. The EGR system is controlled by three actuators: a back pressure valve, the turbocharger and the EGR valve.

Soot filter cleaning intervals of up to 500 000 km are achievable, depending on the truck operation DAF said. There is also the option of fitting the SCR catalytic converter and the soot filter separately from one another on opposite sides of the chassis, which DAF said is important when the truck is fitted with crane sup-ports or twist-locks.

The engine has a single poly V-belt and fan that is mounted directly onto the crankshaft without an intermediate drive — saving on maintenance costs, improv-ing reliability and reducing weight and fuel consumption, the company said.

The engine also incorporates a new

cylinder head is also extremely robust, which enables us to use higher top pres-sures combined with larger reserves; these factors are key to improving dura-bility and reliability as well as efficiency.

“Direct valve control also has a posi-tive effect on fuel consumption, as it minimizes losses. The double overhead camshafts ensure that the integrated MX Engine Brake delivers an outstanding brake performance — it releases more than 70% of its exceptional 320 kW of power at low speeds (1500 r/min). The overhead camshafts also help to reduce weight. The camshafts can be hollow as the injection system is driven by a sepa-rate fuel injection equipment camshaft, saving 15 kg in weight.”

A Delphi common rail fuel injection system allows high injection pressures of up to 2500 bar and provides the oppor-tunity to use pre- and post-injection, or a combination of both, said DAF.

This results in finer fuel atomization and more opportunities to optimize combustion to ensure the lowest pos-sible emissions and noise levels, as well as the best possible fuel efficiency, DAF added. Because the temperature of the exhaust gases can be controlled effectively this also means that the en-gine can be optimally integrated with the exhaust gas aftertreatment system, the company said.

The company said the exhaust gas re-circulation (EGR) system is highly com-pact and designed for a good mixture of exhaust gases and fresh air and utilizes

For More inForMationwww.daf.com

The new MX-11 diesel engine will be available for the new DAF Euro 6 CF and XF series (shown here) and will ultimately be used in Peterbilt and Kenworth trucks in the U.S.A.

Diesel Progress international 7 MaY 2013

The 10.8 L, Paccar MX-11, developed and built by DAF, is scheduled to go

into production in the autumn of this year.

DPI597.indd 1-2 4/25/13 4:48 PM

By DaviD PhilliPs

The BRIC countries — Brazil, Rus-sia, India and China — remain fundamental regions in the global machinery economy. What fol-

lows is a brief look at two blocks in the BRIC, India and China.

In India, demand for construction equipment, which grew by a cumula-tive total of 67% in 2010-2011, peaking at 72 164 units in 2011, couldn’t keep that pace in 2012. Sales declined 8% to settle at 66 160 units.

Some key observations on the current state of the Indian market:

• In terms of the number of units sold, the market is dominated by six machine types. Of these, sales of four products declined in 2012, while the other two re-mained almost flat.

• Of these six products, backhoe load-ers, crawler excavators and mobile cranes accounted for 83% of the market, followed by mobile compressors, wheeled loaders and compaction equipment, which togeth-er constituted a further 13%.

• The market structure has remained more or less unchanged for the past five years, but the share of backhoe loaders has continued to grow, even in 2012, while mobile cranes declined from 16% during 2009-2011 to 13% of the total mar-ket last year. Other equipment types have remained largely unchanged. The share of backhoe loaders grew from 36% in 2008 to 43% in 2010 and to 49% in 2012.

• The market for skid-steer loaders grew steadily until 2008, but witnessed a

notable decline of 40% in 2009. Howev-er, their sales increased by an unprece-dented 86%, to 540 units, in 2010. Sales in 2011 stood at 504 units, representing a 6% decline, which increased by 2% to 515 units in 2012.

The mini excavator is the only equip-ment type to have seen growth in all of the last five years, with sales increasing from 64 units in 2008 to 363 units in 2012, nearly a six-fold growth.

The market for 10 equipment types de-clined in 2012, while six equipment types recorded gains. The highest growth was

noticed in mini excavators, which grew by 69%, while mobile compressors, compaction equipment, skid-steer load-ers and RTLTs all increased margin-ally. Wheeled excavators also registered growth, but sales remain ed insignificant.

Among the losers in the market for major equipment types, backhoe load-ers declined by 4%, crawler excavators by 7% and mobile cranes by 25% in 2012. Wheeled loaders fell by 26% and rigid dumps trucks by 33%. Motor grad-er sales declined by 40%, while crawler dozers fell by 26%.

David Phillips is managing director of Off- Highway Research, a London-based management consultancy that specializes in the research and analysis of international construction equipment markets. Phone: (44) 020 7404 1128; E-mail: mail@offhighway.co.uk

Diesel Progress international 8 May 2013 Diesel Progress international 9 May 2013

IndIa, ChIna Key BrICKs In GloBal MaChIne deMand

gloBaltrends

Sales Of Construction EquipmentIn India, 2011-2013 (Units)

2008 2009 2010 2011 2012

% Change

2011-2012

Articulated Dump Trucks 33 11 60 8 - -

Asphalt Finishers 872 905 865 738 694 -6%

Backhoe Loaders 16 648 25 296 33 595 32 416 -4%

Compaction Equipment 2902 15 708 2687 2494 2510 1%

Crawler Dozers 608 562 688 468 347 -26%

Crawler Excavators 9904 7952 11 453 14 940 13 914 -7

Crawler Loaders 5 4 8 10 3 -70

Mini Excavators 64 73 89 215 363 69%

Mobile Compressors 2854 2999 4337 4299 4324 1%

Mobile Cranes 7870 6505 9291 11 306 8533 -25%

Motor Graders 553 342 529 528 318 -40%

Motor Scrapers - - - - - -

Rigid Dump Trucks 771 808 582 575 384 -33%

RTLTs 6 15 41 26 27 4%

Skid-Steer Loaders 480 290 540 504 515 2%

Wheeled Excavators - - 4 10 12 20%

Wheeled Loaders 2543 1912 2660 2448 1800 -26%

Total Construction

Equipment46 113 40 859 59 130 72 164 66 160 -8%

Source: Off-Highway Research

The construction equipment market in India will continue to be driven by the de-velopment of infrastructure and general economic growth. The government has set very ambitious targets for infrastruc-ture development in the 12th Five Year Plan (2012 to 2016) and the prosperity of the industry will rely heavily on whether or not those targets are achieved.

The market for construction equip-ment is forecast to grow by around 7% in 2013 and Off-Highway Research is optimistic about the future growth of the construction equipment industry in view of the high potential that exists in the country. The simple truth is that there is a massive amount of work to be done in every sector, and this will call for large volumes of equipment to complete it. How large those volumes will be is totally dependent on how effective the govern-ment is in addressing its key challenges.

Turning to China, sales of construction equipment collapsed by 34% in 2012, the first major downturn the market has experienced since 1998. Demand has traditionally been determined by the lev-el of investment, and following the mas-sive financial stimulus in 2009-2010 the government has been forced to curb the growth rate dramatically, which in turn seriously affected equipment demand. While sales continued to grow modestly in 2011 as a result of easily available fi-nancing, in 2012 demand was seriously affected by the much-reduced levels of investment, low workloads and very large underused machine populations.

Looking back over the last 15 years, one can see that during the first de-cade the economy was stimulated with strong investment, which resulted in high growth and output, which was slanted towards creating strong growth

in exports. After the global recession that began in 2008, there was a need to increase reliance on the domestic mar-ket. The input of the stimulus package was designed to maintain economic growth, but in fact it merely increased inflation rates to dangerous levels.

Demand for construction equipment grew by an unprecedented 56% in 2010, following the exceptionally high growth of 32.4% in fixed asset investment (FAI) the previous year. However, with the

rapid reduction in the rate of FAI growth, which fell to less than 20% in 2011 and 2012, a large number of new machines were suddenly unable to find any work. It was evident that the high levels of ma-chine financing had merely created an artificial market and it was inevitable that the bubble had to burst. Such was the imbalance between supply and demand, it is estimated that the number machines held in stock by manufacturers and

Sales Of Construction EquipmentIn China, 2011-2013 (Units)

2008 2009 2010 2011 2012

% Change

2011-2012

Articulated Dump Trucks 59 53 66 43 48 12%

Asphalt Finishers 954 1491 2480 2880 2100 -27%

Backhoe Loaders 630 400 585 670 630 -7%

Compaction Equipment 6740 13 748 22 701 17 890 9592 -46%

Crawler Dozers 5239 6900 11 495 9646 6083 -37%

Crawler Excavators 58 152 78 874 143 220 158 000 101 500 -36%

Crawler Loaders 20 20 20 20 10 -50%

Mini Excavators 19 030 22 250 35 900 38 600 26 650 -31%

Mobile Cranes 19 163 27 010 34 842 34 910 21 114 -40%

Motor Graders 1464 1967 2528 2337 1643 -30%

Motor Scrapers - 2 3 - - -

Rigid Dump Trucks 749 810 745 755 649 -14%

Skid-Steer Loaders 260 299 698 639 767 20%

Telescopic Handlers 100 250 250 200 150 -25%

Wheeled Excavators 798 1120 1850 1300 1000 -23%

Wheeled Loaders 149 100 137 870 201 630 219 980 149 000 -32%

Total Construction

Equipment262 449 294 064 459 013 487 870 320 926 -34%

% Annual Change 4% 12% 56% 6% -34%

Source: Off-Highway Research

continued on page 10

DPI596.indd 1-2 4/30/13 8:45 AM

distributors was around 150 000 units by the end of 2012. Of these, around 50 000 were crawler excavators.

Since 2011, most manufacturers have suffered painful losses as a re-sult in the slump in domestic sales. Factories are heavily underutilized and all companies are carrying ex-cessive levels of stock. Most of them are losing money on their main prod-uct lines, although these losses have been partially offset by exports and government subsidies.

To fund their businesses, most man ufacturers now need new capi-tal, but this will be hard to come by. Following years of high levels of in-vestment and intensive marketing, manufacturers will have to radically change their business models now that over 30% of the market has dis-appeared and their factories are run-ning at far below capacity.

Diesel Progress international 10 May 2013

globaltrends

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Looking at specific segments, sales of articulated dump trucks saw a steep rise in sales, but this was due to the success achieved by a single sup-plier and does not represent a change in market preference. Skid-steer load-ers enjoyed improved sales, partly due to their greater use in urban snow clearing, but the product still remains a niche market sector.

Backhoe loaders followed the trend of the market as a whole, with most distributors losing interest in pro-moting this niche concept in such a difficult economic climate. Demand for rigid dump trucks fell to the low-est level in six years as a result of reduced purchases by mining com-panies, but also because of a grow-ing preference for the cheaper on-off trucks. Mobile crane sales suffered the greatest decline, down by 40% from the record year of 2011.

Although the government now has a policy to sustain economic growth, and FAI began to recover in 2012, the industry still has a pessimistic view of the outlook for the imme-diate future. While it is known that new projects are being awarded, it would be quite unrealistic to think that demand will ever recover to the high levels experienced in 2010, for even though there will be a modest recovery in the short term, the very large numbers of machines already in the population will doubtless limit future demand.

Equipment demand this year will im-prove only marginally, and will probably be no more than 3% at best. However, it would come as no surprise if there were a slight drop year-on-year. The market is, however, forecast to improve in 2014, and then to return to more rea-sonable and sustainable growth. dpi

DPI596.indd 3-4 4/29/13 12:04 PM

Waiting For the Green LiGht

Indian equipment markets to remain challenging, says CEO of JCB India

By Ian Cameron

Once highlighted as a triumphant commercial transformation, the Indian economy has stumbled recently and is throwing out nu-

merous challenges — not least of which is for construction equipment makers.

Among Indian decision makers there is hardly any argument about what the country needs — a huge investment pro-gram to boost infrastructure development.

Indeed, in late January the leading business association, the Confederation of Indian Industry, said the development of adequate infrastructure was “the most critical prerequisite for reviving the growth momentum of the economy.”

It added that as US$970 billion was forecast to be invested there in infrastruc-ture over the next five years — nearly half of which is to come from the private sec-tor — “urgent measures are required to make the sector viable and capable of at-tracting capital.”

However, groundwork on new develop-ments is mired in relative inactivity and the much-needed push to move projects forward is difficult, making the market de-manding and testing for suppliers of con-struction equipment.

“Challenging is the best way to de-scribe market conditions in India,” said Vipin Sondhi, the Delhi-based chief ex-ecutive officer of JCB India, the country’s largest construction equipment maker.

With around direct 3000 Indian employ-ees, JCB India has three factories in the country making 23 equipment models over seven product lines. It started operations as a joint venture with Indian engineering group Escorts, which is based in Farid-abad, but became a wholly owned subsid-iary of JCB in 2003. Since 2003, JCB India has produced almost 150 000 machines.

The Ballabgarh site near New Delhi principally makes five variants of back-hoes (the JCB-powered “all new” 3DX, 2DX, 4DX, 3DX and 3DX Xtra models) and the Liftall pick-and-carry crane. It also builds JCB Dieselmax engines and has built 45 000 from production start in April 2011 up to the beginning of 2013. The an-nual engine production capacity is 40 000.

At Pune, JCB has two factories, one

“They arose because India has an in-frastructure deficit,” he said. “There is no argument about the fact there is an enor-mous amount of latent demand for infra-structure and no opposition to that fact across the political parties.

“Our weakness is not conceptualiza-tion. Our weakness is in the execution of projects. The execution of projects pri-marily boils down to two areas.

“One is securing the equitable acqui-sition of large tracts of land from people who have lived there for thousands of years and therefore want a stake in a new project. And the second is ensuring there is a balance between development and the environment and we haven’t got to a balance with both of these.

“That is why a lot of projects are on hold

making steel fabrications for export for JCB machines built elsewhere and an-other making wheel loaders, excavators, skid steers, telehandlers and compactors. At Pune, there is also a Design Centre employing 180 people and a test track.

The company plan is to use as many of its own Dieselmax engines as possible in its products. The only other engines used in much volume for JCB products are Cummins, for tracked excavators and wheeled loading shovels, and Per-kins for skid steers. A small number of Kirloskar engines are used for pick-and-carry cranes, the company said.

Citing the market conditions in India, Sondhi said, “they are challenging and we need to look at why these conditions have arisen.

Diesel Progress international 12 MaY 2013 Diesel Progress international 13 MaY 2013

The Ballabgarh site near New Delhi makes five variants of backhoes and JCB Dieselmax engines. The engine factory is pictured.

even though they have been passed finan-cially. So we have lost time.

“But now what the government has done is to set up the Cabinet Committee for Investment chaired by the prime minis-ter which will resolve the inter-ministerial issues that are holding up projects.

“That has just been set up so we need to see how this pans out. But the fact that it has been set up and that it is headed by the prime minister and not by any other minister indicates that it is recognized that it is critically important that infra-structure projects start moving again.

“I think this year is going to be testing as well, at least for the first half, followed by some amount of recovery.”

Sondhi, who previously worked for Honda and Tata Steel, said he is also

keen to see more private investment into major building projects in India, but remains cautious. “The way the govern-ment plans its investments is to have almost 50% of the investment infrastruc-ture financed by the private sector,” he said. “Because projects are being held up this has caused the private sector to step back and say let’s watch what happens. I think that over the next six months their risk appetite will move forward as confi-dence comes back that the government is taking appropriate action.

“We all want the investment to happen but the private sector will only invest when it sees positive movement or a good envi-ronment being created for private invest-ment to come in. That will happen over the next two years, I think.”

Sondhi said the reaction to Indian-built JCB Dieselmax engines in the country has been “tremendously positive” although there were, he said, some hurdles to over-come. The launch of the engines coincid-ed with the Indian government’s deadline to upgrade to the country’s Bharat Stage 3 emissions norms. The BS3-compliant JCB Dieselmax engine will be used only for JCB machines manufactured in India.

“We had to ensure that the engine was tested and modified to cope with the very different conditions in India and the filtration system was specially designed because fuel quality in India is ques-tionable,” Sondhi said. “We also had to ensure that service was available. We have over 5500 people working for our sales and service net-work in India and of these 1500 were exclusively earmarked for working with our new engine.

“They were trained so that by the time we launched the engine across India we had highly trained service experts to give the customer confidence in the JCB engine.

“Over the past 18 months that the engine has been in the field we

have carried out live fuel trials with competing engines in front of prospec-tive customers and proved that we can offer a 20% advantage in fuel consump-tion with our engines.

“With diesel prices as they are and ac-tually now being partially deregulated in India the rupee advantage is only going to increase.

“The Dieselmax has now been proven to give a considerable amount of fuel savings to the Indian consumer and that is a big, big selling point.” dpi

“We all want the investment to happen but the private sector will only invest when it sees positive movement or a good environment being created for private investment to come in. That will happen over the next two years, I think.”

Vipin Sondhi, CEO of JCB India.

For More inForMationwww.jcb.com

Industry news

JCB India’s Ballabgarh facility makes five vari-ants of backhoes, Liftall pick-and-carry cranes and JCB Dieselmax engines.

DPI598_spread.indd 1-2 4/25/13 4:50 PM

Diesel Progress international XX May 2013Diesel Progress international 14 May 2013

of 2000 to 2200 r/min, it incorporates much of the internal component designs carried over from Spicer powershift trans-missions already available for the off-high-way market. These include forward and reverse clutches with high-energy capaci-ties, adaptive clutch modulation and heli-cal gearing designed to deliver a robust unit and improved shift quality.

The TZL 16 RM transmission, which has a 555 mm drop, also incorporates semi- automatic shifting and simplified controls for easier operation, Dana said.

The Spicer T08 RM transmission offers two forward and two reverse speeds and is targeted toward 6.0 to 10 tonne forklift trucks. It has a maximum input power of 90 kW, a maximum input speed of 2200 r/min and a torque capacity of 300 Nm.

The Spicer T39 RM tridem axle is de-signed for five- and six-axle chassis con-crete pumping trucks and other heavy-duty vocational applications. With a load rating of 13 000 kg, they are double- reduction planetary designs with a plan-etary ratio of 3.947:1 and axle shaft and interaxle differentials.

highway transmissions and axles. Rough-ly translated to “new power” or “new force,” Schneider called the Spicer Rui Ma line “a new class of transmissions and axles made for China with technology designed specifically for China. They are a qual-ity complement to Dana’s flagship Spicer brand of technologically advanced drive-train solutions. Spicer Rui Ma provides an optimized blend of product features, performance, dependability and cost de-manded by purchasers of the majority of construction and other off-highway vehi-cles manufactured in China today.

“Spicer Rui Ma products are a new force, allowing our customers and end users to achieve their business goals, im-prove their overall productivity and help them to generate higher profits.”

The initial Spicer Rui Ma products in-clude the Spicer TZL16 RM powershift transmission, the T08 RM transmission, and the T39 RM tridem axle.

The Spicer TZL 16 RM transmission is targeted toward ZL50 (5.0 metric ton bucket capacity) front-end loaders with engines up to 165 kW. With a maximum input torque of 1600 Nm and input speeds

neering staff will increase to a total of 130 by 2016 to facilitate the delivery of new product offerings for China and the rest of the region, Dana said.

Most of the engineering activities at the center are currently focused on Dana’s growing off-highway portfolio for the region. “We see a lot of opportunity in this market with regards to off-highway,” said Mark Schneider, general manager of Dana Off-Highway, Asia-Pacific. “The 12th Five Year Plan calls for an additional US$1.5 trillion on infrastructure. Consequently the de-mand for construction equipment is set to grow at 6.2% annually through 2015.

“The question we face is how do we provide products which meet our stan-dards for quality, technology and perfor-mance, yet balance these within the cost requirements of the Chinese market?”

The answer Dana arrived at, which was initially unveiled at bauma China in late 2012, is the Spicer Rui Ma brand of off-

POWERTRAIN

Keeping Confident In ChIna

Dana opens new technical center in Wuxi, ramps up production of Rui Ma drivetrain products for Chinese OEMs

By Mike Brezonick

In the second half of 2012 and into this year, there has been a lot of free-floating anxiety concerning the state of the con-struction equipment markets in China.

But you’d never know it by looking at the activities at Dana Holding during that span.

Dana, which has had a presence in China since 1991, has done nothing but reaffirm its intentions to be a major supplier to Chinese equipment manufac-turers, most recently by opening a new technical center dedicated to product and applications engineering for OEMs in the off-highway, commercial vehicle and light vehicle markets in China and throughout the Asia-Pacific region.

The Dana China Technical Center in Wuxi, Jiangsu Province, is the company’s 15th advanced engineering facility and is devoted to the research, design, devel-opment, and testing of drivetrain, sealing and thermal management products.

“Dana has a long history of product in-novation, and the Dana China Technical

at the adjacent Dana Wuxi Technologies Co. Ltd. site.

“For more than 20 years, Dana has been building a reputation in China as the Tier One partner that OEMs can trust for the timely delivery of dependable powertrain solutions,” said George Con-stand, Dana’s chief technical and quality officer. “Our research and development center in Wuxi is the latest example of our commitment to better align with the unique technological and market require-ments of our customers in the region.”

The test lab includes comprehensive testing equipment for axles, transmis-sions, materials, NVH, prototyping, in-spections and machining. Off-highway test systems include an axle dynamome-ter, three beam fatigue testers, a reverse torsional fatigue tester, a static torsional strength tester, and a 7.5 kW spin rig.

The technical center currently employs more than 50 engineers and the engi-

Center will allow us to further leverage technology synergies across all the mar-kets and customers we serve around the world,” Roger J. Wood, Dana president and chief executive officer, said at the opening of the new facility in mid-March. “We have recognized the importance of supporting the Chinese market for more than two decades, and we will continue to allocate an increasing share of our re-sources toward supporting our custom-ers in the region.”

Fully integrated into Dana’s global research and development system, the Dana China Technical Center has been equipped to support new products from concept development through launch, as well as to adapt technologies de-veloped elsewhere in the world for the specific needs of the China market. The 12 000 m3 facility incorporates a 5800 m3 test lab, as well as 3200 m3 of manu-facturing space that supplements the 17 000 m3 dedicated to manufacturing

Dana recently opened its 15th global technical center in Wuxi, Jiangsu Province, China. The Dana China Technical Center is in proximity to the company’s Wuxi production facility and is an advanced engineering facility that includes extensive testing equipment, such as this spin rig being used to test a Spicer axle.

An axle and gearbox undergo dynamometer testing at the new Dana China Technical Cen-ter. The new facility is devoted to the research, design, development, and testing of drivetrain, sealing and thermal management products for off-highway, commercial vehicle and light ve-hicle applications in China and throughout the Asia-Pacific region.

continued on page 16

DPI600.indd 1-2 4/26/13 11:48 AM

Diesel Progress international 17 MaY 2013

POWERTRAIN

Diesel Progress international 16 MaY 2013

With a maximum output torque of 50 000 Nm, the axles incor-porate 220 mm drum brakes

and 334 mm wheel ends. “Spicer Rui Ma components offer

an affordable economic solution to Chinese OEMs who are seeking high-er quality components, but don’t need all of the technology of the advanced Spicer product,” said Kevin Hua, chief product planner for Dana in China. “They offer several clear advantages over competitive products offered to the off-highway market here today.

“The Rui Ma products help to reduce vehicle downtime, expand the working life of machines, increase overall pro-ductivity and provide improved perfor-mance, all at a cost that is more ac-ceptable to the marketplace.” dpi

Dana has also launched a new range of axles and transmissions designed specifically for Chinese original equipment applications. The Spicer Rui Ma line includes (from left) the Spicer

TZL 16 RM transmission for front-end loaders with engines up to 165 kW; the Spicer T08 RM trans-mission for forklift trucks; and the Spicer T39 RM tridem axle for five- and six-axle chassis concrete pumping trucks and other heavy-duty vocational applications.

dieselhr

FPT Industrial Latin America has announced an agreement to supply 1500 compressed natural gas (CNG) engines for

urban buses produced by Modasa, a Peruvian company that specializes in the manufacturing of urban transport solutions and electrical generators.

Modasa has already taken delivery of 150 engines, while an average of almost 400 engines per year will fol-low until 2016.

“This new agreement represents a major step for the expansion of FPT’s business in Latin America and strengthens our commitment toward external customers,” said Olivier Mich-ard, sales & marketing director for FPT

powered engines can reach approxi-mately 0.5g/kWh of CO2 emissions, which is less than 25% of the required limit. Using a three-way catalyst, the engines can attain a 95% reduction in emission of NOx, HC and CO.

Furthermore, FPT said the NEF 60 CNG engine benefits from reduced turbo lag and increased power density, due to its turbo compressor with waste-gate and intercooler. The engine also incorporates a multipoint sequential in-jection system that provides better load response, the company said. dpi

Industrial Latin America. “It also evi-dences our technological leadership in the field of CNG engines and our com-mitment to provide customers with top quality and high performance.”

The NEF 60 CNG engine by FPT supplied to Modasa is a six-cylinder inline engine, with four-valves-per- cylinder technology and a displacement of 5.9 L. It offers a maximum power out-put of 147 kW at 2700 r/min and a maxi-mum torque of 650 Nm at 1250 r/min.

The CNG engine complies with EEV standards, which FPT said are the most demanding emissions level currently in force in Europe that apply to vehicles above 3.5 tonnes.

FPT said that currently natural gas

For More inForMationwww.fptindustrial.com

FPT is supplying its NEF 60 CNG engine to buses produced by Modasa, a Peruvian vehicle man-ufacturer. The six-cylinder engine has a maximum power output of 147 kW at 2700 r/min.

INdusTRy NEWs

Junqueira Promoted At Deere In Brazil

Rodrigo Paez Junqueira has been named commercial director for Deere in Brazil. Junqueira will lead the company’s commercial initiatives, with a key aspect being the expansion of the company’s dealer network. Currently, Deere has 220 dealer locations in Brazil. Prior to his time at Deere, Junqueira worked at ag chemical supplier DuPont and Griffin do Brasil.

Cummins Names VP For Africa

Cummins Inc. said Gino Butera has been named vice president, managing director and Africa ABO leader. Butera takes over for Ron Somerville, who recently announced his retirement. The transition was to begin in April, with Butera assuming full respon-sibility by June.

Butera served as the executive manag-ing director of the Asia Pacific distribution business since 2008. Prior to his current role, Butera was managing director of the South Pacific Distribution business, the chief financial officer and director of corpo-rate services for the South Pacific ABO.

Management Changes For Daimler

Daimler AG is making several changes to the management of its Brazilian and truck

and bus groups. On June 1, Philipp Schiemer, currently head of marketing at Mercedes-Benz Cars, will take over the management of Mer-cedes-Benz do Brasil (MB Bras). MB Bras is a group company

with headquarters in São Paulo.Schiemer succeeds Jürgen Ziegler. Wolf-

gang Hänle, who has been head of pro-duction at Daimler Buses for more than 10 years, will take over a newly created posi-tion in which he will serve as head of pro-duction for the two Brazilian facilities in São Bernardo do Campo and Juiz de Fora.

Also on June 1, Holger Steindorf will succeed Hänle at Daimler Buses. Marcus Schoenenberg, who is currently head of Af-tersales Technology MB Cars & smart, will succeed Steindorf and take over responsi-bility for procurement, Trucks & Buses.

The management team of Daimler Buses will be reinforced by Gustav Tuschen, who will take over responsibility for develop-ment on July 1, transferring from Daimler subsidiary Mitsubishi Fuso Truck & Bus Co. (MFTBC) in Japan, where he is responsible for product strategy and development. He will be succeeded by Aydogan Cakmaz, who currently holds a similar position at Daimler India Commercial Vehicles (DICV), which operates the BharatBenz brand.

P. Schiemer

continued on page 32

FPT SuPPlieS Gas EnGinEs To PEru

1500 NEF 60 CNG engines being supplied to Modasa in multiyear agreement

For More inForMationwww.dana.com/wps/wcm/connect/

dext2/dana/markets/off-highway

DPI600.indd 3-4 4/26/13 11:49 AM

Diesel Progress international 19 MaY 2013Diesel Progress international 18 MaY 2013

Deere Unveils No-DPF DieselJohn Deere Power Systems (JDPS)

introduced its PowerTech PWL 4.5L en-gine, which will meet Tier 4 final/Stage 4 emissions regulations without a diesel particulate filter (DPF), the company said. The 56 to 104 kW diesel complements the John Deere lineup of Tier 4 final/Stage 4 off-highway diesel engines rated 36 kW to 448 kW announced earlier.

The PowerTech PWL 4.5L is equipped with an Integrated Emissions Control system consisting of selective catalytic reduction (SCR), a diesel oxidation cata-lyst (DOC) and cooled exhaust gas recir-culation (EGR) technology. Elimination of the DPF was enabled through combus-tion system optimization and improve-ments in SCR system conversion effi-ciency, JDPS said.

The introduction of the PowerTech PWL 4.5L engine represents the third Integrated Emissions Control system configuration John Deere will offer for Tier 4 final/Stage 4. For the 36 to 55 kW power range, John Deere will offer models using a DOC/DPF without cooled EGR or SCR. The Pow-erTech PWL 4.5L in the 56 to 104 kW range will be equipped with an Integrated Emis-sions Control system configured with SCR, a DOC and cooled EGR. Engine models above 104 kW will utilize an Integrated Emissions Control system consisting of cooled EGR, a DOC/DPF and SCR.

JCB’s ‘One Can’ Tier 4 TechnologyJCB Power Systems unveiled its Tier 4

final engine strategy, meeting the emis-sions regulations with a compact selective catalytic reduction (SCR) system and built

For More inForMationwww.johndeere.com/jdpower

on the company’s existing JCB Ecomax Tier 4 interim technology.

JCB said it will recalibrate the Ecomax engine to achieve the reduced emis-sions requirement, resulting in a further 5% fuel saving over existing engines. An SCR system with a urea-based additive will be used on engines above 55 kW, the company said.

A key feature, JCB said, is that the SCR system will be incorporated into a single exhaust muffler, in many cases replac-ing the existing exhaust and providing a “one can” solution, delivering the same compact overall dimensions for machine designers. The SCR system will use just a 2 to 3% ratio of exhaust additive to fuel, as the engine is already providing clean exhaust gases, the company said.

JCB said other significant benefits of the Tier 4 final technology include easy in-stallation into existing machinery and the ability for JCB dealers to “de-tier” the en-gine for the used equipment market.

Perkins Completes Stage 4/Tier 4Final Range

The launch of the new Perkins 854F-E34TA diesel engine, designed to meet EU Stage 4 and U.S. EPA Tier 4 final emissions standards above 56 kW, marks the completion of the company’s Stage 4/Tier 4 final engine range. Other Stage 4/Tier 4 final engines include the Perkins 400 and 1200 Series.

The new four-cylinder, 3.4 L diesel 854F-E34TA incorporates selective cata-lytic reduction (SCR) technology for the first time. Packaged separately from the diesel oxidation catalyst module, it can be

For More inForMationwww.jcbpowersystems.com

mounted in either a horizontal or vertical position, giving compact machinery man-ufacturers greater installation flexibility in the engine compartment, Perkins said.

Space saving is further enhanced through the absence of a diesel particulate filter (DPF), enabled by the introduction of a four-valve cylinder head and increasing the common rail fuel pressure to 1800 bar.

Performance of the 854F-E34TA has been boosted to 90 kW with a maximum torque of 460 Nm via the use of a single-stage turbo-charger with smart wastegate. Rated speed is between 2200 and 2500 r/min.

Perkins added that the increase in per-formance has not come at the expense of fuel consumption, reporting that the 8% improvement in specific fuel consumption previously gained at Stage 3B/Tier 4 in-terim has been retained.

No EGR For New Cummins 12 L Diesel

Cummins unveiled a new 12 L diesel de-signed for heavy-duty, off-road applications that is designed to meet EPA Tier 4 final and EU Stage 4 emissions regulations without cooled exhaust gas recirculation (EGR). The result, Cummins said, is a more com-pact envelope and over 30% higher power-to-weight ratio than the class average for engines with a similar power range.

The new six-cylinder QSM12 diesel will be available in ratings from 250 to 382 kW and targets a broad range of applications such as wheel loaders, excavators, cranes, material handling equipment, road building equipment, compressors, screening and crushing machines.

Cummins said the new engine maintains

For More inForMationwww.perkins.com

the physical envelope of its QSM11 prede-cessor, while higher efficiency air-handling and advanced combustion technology allow the engine to use a simpler wastegated tur-bocharger and eliminate the need for cooled EGR. The QSM12 also incorporates a fully integrated air intake to exhaust aftertreat-ment package designed and manufactured for the engine by Cummins Emission Solu-tions (CES). The aftertreatment combines a diesel particulate filter (DPF) with selective catalytic reduction (SCR).

Liebherr’s Stage 4 Engine RangeLiebherr has revealed its new genera-

tion of Liebherr Diesel Engines designed to comply with EU Stage 4/EPA Tier 4 final ex-haust emissions regulations. At the moment Liebherr supplies 11 different engines from 160 to 750 kW for different emissions levels. Among these, the four- and six-cylinder in-line engines and the V8 and V12 units com-ply with the exhaust emissions limits that will apply from 2014 on with SCR only.

The new Stage 4 offering includes a 7.0 L four-cylinder inline engine with a rated pow-er of 160 to 200 kW at 1900 r/min and an 8.0 L four-cylinder inline engine delivering 200 to 230 kW at 1900 r/min. With the six-cylinder inline versions, two units — a 10.5 and 12.0 L — cover a range of 240 to 380 kW. Completing the upper range, a 16.2-L eight-cylinder, vee-configuration engine delivers from 405 to 505 kW at 1900 r/min, and a 12-cylinder, 24.2 L vee configuration engine covers 600 to 750 kW.

The highlight of the new engines is a Liebherr-developed, 2000 bar common rail fuel injection system complete with elec-tronic engine management control unit also

For More inForMationwww.cumminsengines.com

Highlights FroM

In what was touted to be the worst of times, it turned out to be the best of shows.

Organizers of the recent-ly concluded bauma 2013 said 530 000 visitors from over 200 countries walked the grounds of the Messe München exhibi-tion center between April 15 and 21. Not only did this edition of bauma break all records for exhibitor numbers and exhibi-tion space, it also attracted the highest number of visitors ever, show organizers said.

While it must be noted that bauma opens the doors to the general public on the weekend — and the families of Munich turn out — and that helps boost attendance, Diesel Progress personnel on-site reported that attendance, and more impor-tantly, enthusiasm, was very high. Surprising considering all the gloomy economic statistics coming in from all over Europe these days.

There was a lot to see and you’ll be reading about things seen at bauma for the next few issues of Diesel Progress. In the meantime, here is a snap-shot look at what we thought were some of the highlights.

developed by Liebherr’s own specialists in Bulle, Switzerland and Lindau, Germany.

Another major design feature is a Lieb-herr exhaust emissions control system, which relies on a newly designed SCR technology that Liebherr said reduces NOx emissions by approximately 98%. Particu-late emissions are kept low through com-bustion improvements, eliminating the need for a diesel particulate filter except for some specific sensitive applications.

Liebherr diesel engines are used within the Liebherr Group and by select external customers in mining, construction and spe-cialty equipment. The common rail fuel in-jection system will be available outside the Liebherr group, the company said.

Hema’s New Hydraulic PumpsTurkish hydraulic specialist Hema un-

veiled two new hydraulic pumps at bau-ma. The new HPV variable displacement axial piston pump is dedicated to back-hoe loaders and tractors larger than 75 kW and is available with 28, 35, 45, 65, and 75 cc displacements. Working pres-sures are of 250 and 280 bar, which peak pressures of 330 and 350 bar tor Type A and Type B versions.

A new 1CP series compact cast-iron gear pump targets compact earthmoving ma-chines and other mobile hydraulic applica-tions. The 1CP Series features a 13-tooth special gear design for reduced pressure pulsation and low noise operation, the com-pany said. The series covers a displace-ment range from 16 to 41 cc.

For More inForMationwww.liebherr-bauma.com

For More inForMationwww.hemaendustri.com

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DPI601.indd 1-2 4/26/13 9:06 AM

Aiming To CleAn Up In EUropE

U.S.A.-based FSX taking its technology for cleaning diesel particulate filters to new markets through new Polish office

By Jack Burke

FSX, a Granite Falls, Washington, U.S.A.-based manufactur-er of diesel particulate filter (DPF) cleaning systems for the North American market, is setting its sights on Europe. The company has opened a sales office in Warsaw, Poland, said

Drew Taylor, the company’s North American sales manager.FSX was formed in 1999 and has experienced rapid growth in

the North American market as DPFs have become more com-monly used on vehicles and equipment. Taylor said the company supplies DPF cleaning equipment to about 85% of the North American market and counts the Navistar, Kenworth and Pe-terbilt heavy-duty truck dealer networks as customers. Transit, school and government agencies also use FSX’s equipment for their fleets, he said.

Now, Taylor said, Europe beckons.“We’re anxious to get the word out in Europe now,” he said.

“On the heavy-duty side, Europe is right where the U.S. was in about 2006 — they’re getting ready to see a lot of equipment come on the market with DPFs on them and we want to get the word out on our products.”

FSX, a manufacturer of diesel particulate filter (DPF) cleaning systems, has added a sales office in Warsaw, Poland, as it seeks to expand from the North American market into Europe.

When FSX began, its focus was supplying ventilation technol-ogy for industrial processes for companies such as Boeing. But as DPFs began entering the market — transit authorities were among the first to use the filters onboard their vehicles — how to go about cleaning them was something of an unknown, Taylor said.

“Some of the large transit authorities in this area had begun to retrofit exhaust filters onto their buses and knew of our repu-tation of restored old filters as good as new,” he said. “Two of the region’s largest transit authorities essentially showed up on our doorstep one day because they had retrofitted their exhaust filters with DPFs on hundreds and hundreds of their buses and they needed help cleaning the filters. That was our introduction to this whole DPF thing.”

Taylor said the company took some time to understand how DPFs worked, what made them plug and ultimately fail. He said many of the assumptions about how to clean the filters turned out to be wrong. In the beginning, he said, the preferred cleaning meth-od was to use a burst of compressed air from a diaphragm valve in an attempt to clean all of the thousands of DPF cells at once.

“When you blast all 6000 cells with air, you’re assuming the cells are evenly loaded but they’re not,” he said. “That energy from the air will seek the path of least resistance and continue to follow that path. But not all the cells will be cleaned. You have to attack each individual cell.”

In the FSX system, the cleaning takes place in a sealed cabi-net called the TrapBlaster, where a series of moving air knives blast air into each individual cell. The effect is to break up ash trapped within the cell walls and send it to a central dust collec-tor, dubbed a SootSucker.

The TrapBlaster uses high-pressure air jets that clean from both ends of the filter. The system is designed so the operator can see the process and focus on difficult areas, Taylor said. The nozzles are fully adjustable to allow cleaning of outer edges, which he said are often not cleaned fully in other systems.

The FSX cleaner can accommodate filters up to 914 mm wide and 508 mm in diameter. The system also includes diagnostic features designed to detect failed cell walls and defective filters during the cleaning process.

The TrapTester includes filter baseline database chart that lists air flow readings and cleaning target ranges for most com-mon DPF filters used on trucks, buses and heavy equipment that have that have sent filters to FSX or reported test readings. The list is updated regularly by FSX.

If the cleaned DPF fails to meet the “green tag” range asso-ciated with the identified filter, it is placed into the TrapBurner kiln, where it will be baked at temperatures of up to 650°C for up to six hours.

The TrapBurner thermal cleaner is designed to provide a pro-grammed, regulated thermal regeneration of troublesome filters without cracking or damage. The TrapBurner can be expanded with optional extension rings and an internal filter rack to process as many as three standard heavy truck sized filters every 24 hours, or a single, larger filter up to 990 mm long, the company said.

Once through the TrapBurner process, the filter should be free of any soot and ready for a final cleaning in the TrapBlaster.

Taylor calls DPFs “sophisticated garbage cans,” and just like a garbage can, they need to be emptied from time to time.

“If you get the ash out when it’s still pliant and soft, you can do that repeatedly — many, many times — the pneumatic cleaning process is not harmful to the substrate,” he said. “If you let them go beyond 402 336 km, the ash starts to set up like concrete and at that point, they become very difficult to clean. It’s like someone poured plaster down there.

“The good news is the filters work very, very well. They do an excellent job of oxidization on PM matter. The bad news is the filters have turned out to be quite a bit more fragile than we thought in the beginning.”

Part of that fragility can be the result of ash when not properly removed from the filter, he said.

“When the ash sits in there and builds up over time, it completely changes the thermodynamic characteristics of the filter,” Taylor said. “What you’ve got is a foreign tumor growing in there.”

That “tumor” of hardened ash will result in a cooler temperature island within the DPF. “When you get something very hot colliding with something a few hundred degrees cooler and then something relatively brittle in between — the crystalline substrate — it cracks,”

Taylor said. “Once that cracking begins, it is irreversible damage and the cracking will spread through that filter.”

That can lead to unexpected downtime for operators and ex-pensive DPF replacement, he said.

“The bottom line is cleaning DPFs saves money,” Taylor said. “The fleets that have our equipment save a ton of money, not only in replacement costs, but we’ve have several fleets find a fuel sav-ings from 4 to 6% when they’ve kept their filters clean.”

That’s the message FSX will take to Europe, Taylor said. He also believes the market for FSX’s technology will continue to grow.

“The biggest skepticism we hear is from people who say there’s going be some kind of paradigm shift in the technology itself,” Taylor said. “That they can just wait it out because pretty soon everyone’s going to be running on CNG or LNG and no one will need a DPF. Or there’s going to be some big paradigm shift in the filters themselves and some university will develop that’s totally different.

“But the DPF is going to be here for a long time — at least 10 years.” dpi

For More inForMationwww.fsxinc.com

The FSX TrapBlaster’s design includes a series of moving air knives that blast air into each individual DPF cell, breaking up any ash and sending it to a central dust collector.

INDUSTRY NEWS

Diesel Progress international 20 MaY 2013 Diesel Progress international 21 MaY 2013

DPI591.indd 1-2 4/26/13 9:53 AM

Some PerSPective iS called For concerning Natural Gas trucks

Diesel Progress international 23 May 2013Diesel Progress international 22 May 2013

Global roads

Oliver Dixon is an industry analyst — based both in the U.S. and the EU — for Global Highways, which covers the commercial vehicle industry world-wide. E-mail: ohcdixon@me.com

by oliver DixoN

natural gas has stepped up to the plate and is once again set to transform the shape, nature, operating dynamic and cost structure of not just the North American but also the global trucking industry.

We use “once again” with a degree of resignation. Scan the news regarding natural gas within the more mainstream media and you could be forgiven for thinking that its discovery occurred sometime early in 2012.

However, the trade media has been bird-dogging this tale for some time, as this comment from the U.K. magazine Commercial Motor indicates:

“The ‘Fuel Question’ is causing anxiety in America as well as in this country. At a recent meeting of the American Institute of Mining Engineers the statement was made on the highest authority that the total resources of the United States in petroleum had already been exhausted to the extent of 36 percent, and it was further stated that, based on past experience, the supply in sight would not last more than 25 or 30 years at the present rate of consumption; whilst, should the automobile industry continue to increase at the rate it has been doing lately, the supplies in sight will not last more than 10 or 15 years. It is vitally important that the most serious attention should be given to the provision and utilization of substitute fuels, and we must emphasize the value of the movement which has been instituted, during the past six months by the Commercial Motor in favor of coal gas.”That was published on Aug. 23, 1917. Ninety-six years later, and, with

the replacement of one word — coal — by another — natural — and it could be run again without raising eyebrows or ruffling feathers. The search for a viable alternative fuel to power the internal combustion en-gine is almost as old as the internal combustion engine itself.

But close to a century later, are things different? Sort of. Corporate

social responsibility was not a hugely common characteristic of commercial life in 1917, while environmental con-siderations were perhaps not as con-sidered as they are today. The geo-politics of the early 20th century were different from those that we enjoy during the early years of the 21st cen-tury, while legislation surrounding the trucking industry tended more toward the color of the flag that should be waved by the fellow walking in front of the vehicle rather than the color of the smoke pouring out the back.

One thing hasn’t really changed though and that’s the technology — meaning that natural gas could have been adopted for fuel use pretty much any time over the last few decades. So why the kerfuffle now?

We know about the CSR aspect, we know about the environmental bene-fits. The drive towards North American energy independence is hardly a new story, and fracking has entered the na-

tion’s collective consciousness as a result of hours of media coverage. And from a rather less nebulous perspec-tive, the recent unveiling of the Cum-mins Westport ISX 12 G engine, there is — finally — an engine that can ap-peal to the masses. Each of these driv-ers makes wider adoption of natural gas for the heavy-duty segment more plausible. And just for good measure, natural gas remains pleasingly cheap compared with diesel.

But against this we need to stack a fairly unholy trifecta of restraints. A coherent natural gas fueling infrastruc-ture is still some ways off, so refueling isn’t too simple a task. Maintenance isn’t hugely involved, but outfitting a service bay for natural gas operation is a financial horror story — think in terms of around $250 000 a time. And while the availability of the ISX 12 G could — we stress could — reduce the up-front cost of a natural gas engine from its current eye-watering premium over a diesel counterpart, the residual value of the thing is still cloaked in mystery. There is no resale visibility within the space, requiring the emptor to caveat with singular enthusiasm.

And just for good measure, while natural gas remains cheaper than diesel, it’s getting more expensive. In early April, benchmark price for U.S. product closed above US$4/MMBtu for the first time in 18 months, mean-ing the price has doubled within a year. Cheap today is no guarantee of cheap tomorrow and Chesapeake En-ergy is now hedging supply deals at rates above US$4/MMBtu into 2014. It is still a murky picture.

If we are to believe some of the wilder estimates, 25% of the North American heavy-duty fleet will be powered by natural gas by 2018. As an aside, we make an offer here and now to perform a strange act in Ma-

cy’s window should this come to pass, but this sort of discussion presents a serious problem. It is not, we’d opine, that natural gas cannot play a role in the North American trucking industry. It already is and has for some years. But worryingly, expectations outside of the industry are now being ramped up almost exponentially.

There seems to be a significant di-chotomy at play here. External forces point to the many charms of natural gas and predict wholesale and rapid adop-tion by the truck industry. The truck in-dustry hears this and says — entirely justifiably — wait a minute. Let us not fix something that isn’t actually broken.

We don’t doubt that natural gas will play a significant and an increasing role within freight transport — trucks, trains and ships — in the years to come. But what needs to be taken onboard is the likely time scale involved. Truck opera-tors are about as conservative a bunch as you will find anywhere, and new tech-nology is more a curse than a blessing to most. Gas isn’t new technology, but it’s one that is almost entirely without visibility at present. It is thus entirely un-reasonable (and in fact plain daft) to as-sume that almost overnight, an industry will rush to embrace a technology that represents a quantum change in the es-tablished order.

In time, natural gas will play a sig-nificant niche role in the way in which we move things around the planet. The key words here are “in time.” A lot of things need to happen in order for this to occur. Perhaps the first order of business is for those on the periphery of the business — those not charged with writing checks to finance the revolution — to calm down a bit. The natural gas debate is charged with rather too much joyous enthusiasm at present. A more measured approach seems appropriate. dpi

DPI592.indd 1-2 4/26/13 10:05 AM

south AmericAnotebookSOUTH AmericAnotebookSOUTH AmericAnotebook

By mAUrO BelO ScHneider

Chinese truck manufacturer Shacman has announced, dur-ing the opening of its first sales operation in Cuiabá city, Brazil,

that the company is also building a truck manufacturing facility in Brazil. The con-struction has begun in Tatuí, São Paulo state and the exterior of the facility has been completed.

In 2012, Shacman said a plant would be built in Pernambuco in northern Bra-zil, but those plans were postponed. Now, the company has decided on Tatuí.

Reinaldo Reis Vieira, CEO of Metro-Shacman and the representative of the brand in Brazil, said that the company in-vested R$160 million (US$80 million) in the project. “With our own investments, we acquired a site of 53 000 m2, being

12 000 m2 of covered area to install our plant in Tatuí, where we already established our engineering and development base. We adapted the factory to receive the assembling lines of heavy trucks and besides the increase of 30% in the imported trucks’ taxes, we invested R$25 million (US$12.5 million) to import 100 units for market tests previously.”

Shacman trucks will be sold in 4x2 and 6x4 chassis with configurations for mining, construction, forestry and agricultural (sugarcane) applications. The trucks adapted for the Brazilian market currently utilize Cummins ISM 11 engines rated 287 and 313 kW, Fast Group transmissions, HB axles and MAN cabs.

Production capacity is expected to reach 500 trucks in the first year, the company said. Sales of Shacman trucks began in January. The compa-ny’s goal is to achieve 2% market share within two years.

The intention to manufacture the trucks in Brazil was born long ago, Vieira said, when the company did test marketing in the South Ameri-can market and Africa. “We brought in 2011 the first units for homologation with the Euro 5 engines,” Viera said. “So our company was one of the first ones to be adapted in the new legislation.”

China’s shaCman To Build heavy TruCks in Brazil

Mauro Belo Schneider is a Diesel Progress corre-spondent based in Porto Alegre, Brazil. His e-mail is mschneider@dieselpub.com.

Chinese truck manufacturer Shacman said it is building a new truck manufacturing facility in Tatuí, São Paulo state, Brazil. The exterior of the facility has been completed and the plant will manufacture 4x2 and 6x4 chassis with configurations for mining, construction, forestry and ag-ricultural applications.

Shacman intends to reach the target of 65% of local content for the assembling of the vehicles already in 2013. Among its local partners are Cummins for the engines and ZF for steering systems. The suppliers of brakes, chassis and windows are also going to be local, Viera said. “We nationalized all the powertrain of our trucks, making Shacman a national product and able to be funded through Finame (the national fund for machinery and equip-ment),” Viera said.

Vieira said he already foresees the expansion of the trucks’ line through 2014, with the launching of the Shacman line of heavy light, light and fast vehicles.

Deere Introduces New Combine In Brazil John Deere has introduced its new combine in Brazil, the S680. The company said the

machine offers more productivity and better quality in applications such as bean harvesting.“Deere’s portfolio is in constant evolution,” said Santiago Larroux, Deere’s marketing

director. “We invest an average of US$3 million a day in research and development to guarantee more productivity for our clients and offer them integrated solutions, from the planting to the harvest.

“Deere believes that Brazilian agriculture can grow a lot with technology development, since it gives more use of the area and control of the field to the farmer.”

The new S680 combine is powered by a Deere diesel engine rated 402 kW and teamed with the company’s ProDrive transmission that Deere said delivers constant levels of pro-ductivity, even in rough farming conditions. A new separation and track system is designed to ensure maximum bean processing, and the cleaning system is engineered to reduce losses and maintain the quality of the cleaned beans.

Another characteristic of the machine is its bigger grain tank, with a storage capacity

of 14 100 L and a discharge of 135 L/sec. A 5100 kg feeder incorporating 90 mm cylinders have a lifting capacity ca-pable of carrying any Deere platform, the company said.

The new combine debuted at the Expodireto-Cotrijal agricultural fair in Não-Me-Toque city, Rio Grande do Sul State, Brazil. This year, the fair regis-tered R$2.5 billion (US$1.25 billion) of trade during five days. Companies such as Agrale and Randon also took the op-portunity to introduce new equipment.

Agrale displayed its tractors, along with engines, generators and Lintec-branded mowers. Its 4000 series light tractors are part of the light category, with Agrale-built engines rated 11 to 22 kW that can operate on B25 bio-diesel. Tractors in the 5000 series are powered by MWM diesels 48 to 63 kW, while the 6000 series incorpo-rates MWM engines rated 125 kW.

Randon displayed its new RD 406 Advanced backhoe loader. The ma-chine, which is available in 4x2 and 4x4 versions, is powered by MWM 10 series diesels rated 63 or 82 kW and incorporate Carraro axles and trans-missions. Significant technical im-provements have also been made to the cooling system, the company said.

Construction Begins On LS Tractor Plant

In late February, LS Tractor, part of South Korean group LS Mtron, started construction of its first tractor plant in Brazil. The factory will be in Garuva, Santa Catarina State, where the company is investing R$60 million (US$30 million).

LS Mtron’s world president, Jae Seol Shim, said the cornerstone cer-emony was the second-biggest step for the company’s project in Brazil. The first, he said, was in 2010, when the economic viability studies were held.

“This unit in Brazil means much more than a plant, but the opening of new frontiers and challenges,” he said. “We want to propose here the union of strengths to build a promising present

Diesel Progress international 25 may 2013

continued on page 26

Diesel Progress international 24 may 2013

John Deere has introduced its new S680 combine in Brazil. The machine is powered by a Deere diesel engine rated 402 kW that is teamed with the company’s ProDrive transmission.

DPI593.indd 1-2 4/26/13 11:08 AM

Diesel Progress international 26 may 2013

south AmericAnotebook

are offered with the FleetBoard elec-tronic system. The system, Mercedes-Benz said, can reduce operating costs by as much as 15% since it allows for the analyses of driver behavior and supplies data that helps them achieve better performance.

VDMA Goes to BrazilThe German Engineering Federa-

tion — VDMA — with its Construction Equipment and Building Material Ma-chinery Association has opened an of-fice in Sao Paulo, Brazil. The new office, which was established in April, closes a circle for VDMA as the association is thus represented in all the BRIC states.

VDMA said that Brazil has become very important for the German engi-neering sector in the past few years. After the U.S.A., Germany is the most important machine supplier for Brazil.

VDMA Brasil will be headed by Thomas Junqeira Ayres Ulbrich, who has German and Brazilian roots. Ulbrich grew up in Germany and studied in

Bonn. He worked as a lawyer at VDMA from 1989 to 2000. Since then he has been working for European mechanical engineering companies. dpi

models of the Actros and the Accelo ranges are already produced.

The company said the new extra-heavy vehicle was developed to travel long distances in less time, enhancing the productivity and profit-ability of the transporter.

“With this new product, we expand-ed the most complete line of trucks in the country and now participate in a new and growing market that de-mands high potency and excellent performance for long distances,” said Tânia Silvestri, Mercedes sales and marketing director in Brazil.

The eight-cylinder Mercedes-Benz OM 502 LA engine generates 411 kW at 1800 r/min. Most of the internal components are common in the V6 OM 501 LA, used in the Actros 2546 and 2646, which simplifies mainte-nance, the company said.

The Actros 2655 6x4 is equipped with the Mercedes PowerShift2 G-330 transmission with 12 gears. In the rear are Mercedes-Benz HL-7 axles and disc brakes are used at each wheel.

“The Actros 2655 6x4 is the best solution for the logistic operators that use Rodotrem [road trains] with nine axles and 74 tons as well as dry load semitrailers, bulk carriers and tanks,” Silvestri said. “These transporters re-quire high power to reach speed and reduce the journey time, enhancing the productivity of the truck.”

The extra-heavy-duty Actros trucks

and future. Very soon, we will take the third step of this journey, the opening of our company.”

LS Tractor is expected to begin op-erations in August. LS Mtron’s president in Brazil, Jung Soo Yoo, said the choice of Santa Catarina was due in part to the large number of farms in the state. The company said it could initially generate 100 direct and 1000 indirect jobs.

MWM will supply engines for the agricultural line. The contract is for 6000 engines in the next five years. The engines will be manufactured at MWM’s Santo Amaro plant in São Paulo. With the partnership, the 229 Series tractors will have four cylinder engines rated 56, 62 and 77 kW.

“This contract fits well with MWM’s strategy of expanding its presence in the off-road segment,” said Thomas Püschel, sales, marketing and pro-grams manager at MWM, which is marking its 60th anniversary in Brazil. “To achieve and keep this partnership it is necessary to work with our cli-ents in the development of technol-ogy that meets the specific demands of each segment.”

Mercedes Launches Extra-Heavy-Duty Truck

Mercedes-Benz has launched its extra-heavy-duty Actros 2655 6x4 truck in Brazil. The truck is manufac-tured in Juiz de Fora city, in Minas Gerais State, Brazil, where other

Mercedes-Benz has launched its extra-heavy-duty Actros 2655 6x4 truck in Brazil. The truck, manufactured in Juiz de Fora city, in Minas Gerais State, is powered by an eight-cylinder Mercedes-Benz OM 502 LA engine rated 411 kW at 1800 r/min.

Thomas Junqeira Ayres Ulbrich is head-ing VDMA’s new Brazil office.

For More inForMationwww.vdma.org/construction

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shareholders’ belief that they can best meet emerging customer requirements and address the opportunities in this dy-namic market with a flexible, tailored ap-proach that was not easily facilitated by the structure of the existing joint venture entity,” the statement said.

BAE said the decision would enable both companies to consider each opportunity on a case-by-case basis, including continuing to explore opportunities for cooperating on specific defense projects.

As per India’s policy, foreign vendors can invest only up to 26% in businesses serv-ing the Indian defense sector. dpi

IndIanotebook

By T.C. MalhoTra

Tata Motors’ multi-axle, high-mobili-ty mobile platforms will be used by the Indian air force for radar appli-cations, the company announced.

The company will supply 26 Tata mod-el 2038 6x6 multi-axle vehicles to Bharat Electronics Limited (BEL), Bangalore. The vehicles will be fitted with BEL’s ra-dar equipment that can detect low-flying aircraft, unmanned aerial vehicles and other intruders to Indian air space.

The 23.5 tonne vehicle is powered by a Tata diesel engine rated 280 kW at 2100 r/min. The manual transmission has one reverse and nine forward gears, and the automatic transmission option has one reverse and seven forward gears.

Tata Motors is also in the process of delivering 96 Specialist Tractors for the In-dian defense Akash missile program.

“Tata Motors offers a full range 6x6, 8x8 and 12x12 multipurpose high-mo-bility carriers, designed especially for integrating specialist rocket and missile systems,” said Vernon Noronha, vice president, defense and government busi-ness, for Tata Motors.

Tata Motors said it offers defense cus-tomers a wide range of vehicles in the light, medium and heavy category. The company has a division focused on the design and development of defense tech-nologies and products at its manufactur-ing facilities in Jamshedpur and Pune.

In other Tata news, the company marked the production of the two millionth truck at Jamshedpur. The plant manufac-tures Tata Motors’ entire range of medium

and heavy commercial vehicles, including the Tata Prima, both for civilian and de-fense applications.

“We are proud that the mother plant of the company, from where our opera-tions started, has today released its two millionth truck,” said Karl Slym, manag-ing director of Tata Motors. “We have modernized the plant through the years, which today produces our most techno-logically rich and high performing civil-ian and defense products, catering to customers across the world.”

With the facility manufacturing over 200 truck variants, ranging from multi-axle trucks, tractor-trailers, tippers, mixers and special application vehicles, Jamshed-pur has led Tata’s evolution into a global manufacturer, the company said. Besides India, these vehicles are sold in South Af-rica, Russia, Myanmar, countries in the South Asian Association for Regional Co-operation (AARC) and the Middle East.

The Jamshedpur facility was Tata Mo-tors’ first manufacturing plant, opened in 1945 to produce steam locomotives. It led the company’s foray into commercial vehicles in 1954. It has been modernized through the decades, with a particularly intense scale during the last 10 years, the company said.

The engine assembly shop manufac-tures the Tata 697/497 naturally aspirated and turbo charged engines, with a capac-ity of supplying up to 200 engines per day.

Isuzu To Set Up Unit In IndiaJapan’s Isuzu Motors has decided

to enter the Indian market with plans to establish a manufacturing site for light commercial vehicles in Sri City in Chittoor district in south Indian state of Andhra Pradesh.

Isuzu expects the facility to cost Rs10 billion (US$185.1 million) and construc-tion is expected to be completed by 2015.

TaTa MoTors supplying indian MiliTary

T.C. Malhotra is a technical journalist based in Dehli, India. His e-mail is tc_malhotra@rediffmail.com

Ravindra Pisharody (left), exec-utive director and head of Tata Motors’ commercial vehicle business unit; A.B. Lall (cen-ter), head of Tata’s Jamshedpur plant; and Karl Slym, managing director of Tata Motors, cut the ribbon on the two millionth commercial vehicle produced at the Jamshedpur plant.

Diesel Progress international 28 May 2013

It is expected that the commercial pro-duction of the vehicle will begin in 2015.

Isuzu Motors does not have a manu-facturing plant in India, but the company has close relationships with the other au-tomakers in the country. General Motors owns about 30% of Isuzu shares and Hin-dustan Motors uses diesel engines made by Isuzu for several variants sold in the Indian market.

Currently, Mahindra & Mahindra is the only major player to have manufac-turing operations in Andhra Pradesh, at Zahirabad.

AMW Delays Luxury Bus Launch

Heavy commercial truck maker Asia Mo-tor Works (AMW) has announced that its launch of its luxury buses will be delayed.

AMW had showcased a prototype of its luxury bus at the Auto Expo 2012 and planned to launch the vehicle in the third quarter of 2012. “But in the downturn, our priorities have changed,” said AMW Man-aging Director Aniruddh Bhuwalka. “The launch could take at least a year.”

The luxury bus market in India is domi-nated by Volvo and Mercedes-Benz. The market, which accounts for about 1000 units a year, is still in nascent stage, growing about 10 to 15% annually, Bhu-walka said.

While not disclosing the expected price of the new vehicle, Bhuwalka said the bus will be lower priced than other brands in the market.

AMW has a manufacturing facility in Bhuj, in western state of Gujarat, with an annual capacity of 50 000 commercial vehicles a year.

Mahindra Ending Venture With BAE Systems

Mahindra Defense Systems, a part of Mahindra & Mahindra, will acquire BAE Systems’ 26% stake in their joint ven-ture company, Defense Land Systems India (DLSI), ending their three-year old partnership.

Since the establishment in 2009 of

DLSI, which designed and manufactured armored vehicles, there has been signifi-cant evolution in the Indian Land Systems market, the company said. Developments in both the industry environment and in customer procurement frameworks and acquisition strategies have led the share-holders to conduct a strategic review of the DLSI business, BAE Systems said in the statement.

Following that review, it has been jointly agreed that Mahindra & Mahindra will acquire BAE Systems’ 26% holding in the entity.

“This decision is a reflection of the

Diesel Progress international 29 May 2013

Mahindra & Mahindra is ending its three-year joint venture with BAE Sys-tems. Defense Land Systems India (DLSI) designed and manufactured armored vehicles for the defense in-dustry. Mahindra & Mahindra will ac-quire BAE Systems’ 26% ownership in the company.

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Tata Motors will supply 26 of its model 2038 6x6 multi-axle vehicles to be used by the Indian military for monitoring Indian airspace.

DPI595.indd 1-2 4/29/13 2:27 PM

A NewControl For tier 4

Instrumentation specialist Controls Inc. produces digital engine control module targeting Tier 4 interim engine applications

By Mike Brezonick

Controls Inc., the Ohio, U.S.A.-based supplier of engine, gen-erator and equipment control systems, has launched a new

engine control module designed for elec-tronically controlled diesels operating with SAE J1939 communications proto-cols. The MVP control offers a range of functions, including engine and emis-sions system monitoring, throttle con-trol and troubleshooting and is targeted primarily toward engines and generators designed to meet U.S. Environmental Protection Agency Tier 4 interim emis-sions regulations, the company said.

The development of the MVP se-ries began late (2011) in response to “ever-present requests for an alterna-tive J1939 display,” said Controls Inc. President Bob Cowen. “This package is targeted at the high-volume, low-cost market, but it brings a full feature set to the table that we believe are relevant to the majority of users.”

games and computers. OLED technol-ogy uses “substantially less power to operate over traditional LCDs,” Cowen said. He noted several other attributes that lent themselves to Controls Inc.’s specific applications.

“We have a segment of customers that need wider temperature capability and better readability than that offered by LCDs,” he said. “We have offered vacuum fluo-rescent displays (VFD) to meet those requirements, but with cost, weight and power consumption penalties.

“We researched OLED technology and found it to provide superior benefits over other displays for demanding environments, such as excellent readability across a broad temperature range even in full sun, lower power consumption and a much lower cost adder than VFDs. Another benefit to OLEDs is that they are more rug-

The MVP series engine control offers a range of monitoring functions, utilizing in-formation from the engine electronic con-trol unit (ECU). The unit is configurable to a broad range of engines from the major engine manufacturers, Cowen said.

Standard monitoring parameters in-clude engine temperature, engine speed, oil pressure, operating hours, battery volt-age and fuel, either percentage or liters per hour fuel consumption. That informa-tion is displayed on a two-line display that uses organic light-emitting diode (OLED) technology Cowen said “offers superior visibility along with an extended temperature range beyond the LCD dis-play’s capability.”

OLEDs, which incorporate a thin film of organic compound that emits light when activated by an electric current, are most commonly used to create dig-ital displays in smart phones, handheld

Diesel Progress international 30 May 2013

Controls Inc. has developed an engine con-trol module designed for electronically con-trolled diesels operating with SAE J1939 communications protocols. The MVP system is targeted primarily toward engines and generators meeting U.S. Environmental Protection Agency Tier 4 interim emissions regulations and is designed to offer a range of functions including engine and emis-sions system monitoring, throttle con-trol and troubleshooting.

TECHNOLOGY

Diesel Progress international 31 May 2013

shutdown switches or idle/rated features, while two digital outputs are available for relays, lamps to annunciate alarm condi-tions or PWM actuator drives up to 500 mA each. They can also be assigned as the regen button extensions to the en-gine’s ECU when J1939 regen messag-ing is not an option, the company said. An analog input is available for popular sender scales (Stewart Warner or VDO type) for fuel level indication.

The 0.23 kg MVP control is housed within a 10 cm diameter x 5.99 cm deep polycarbonate case that is environmen-tally sealed to IP67 standards, with Gore venting to allow for optimal operation at temperatures from -40° to 80°C. It is en-gineered for easy installation, mounting into any traditional 5.1 cm round panel cutout, with a footprint equal to or smaller than current devices on the market to-day, Cowen said.

A clamp ring on the back side keeps the module in place and it is connected to the engine through molded six-pin Deutsch DT series connectors located on the back of the module with standard pin-outs. One connector is required for standard operation, while the second provides access to the additional input/output functions.

The MVP control carries Control Inc.’s two-year, 2000-hour limited warranty.

Along with the new range of engine controls, Controls Inc. has expanded in two additional areas.

It has begun to broaden its scope of controls and related and complemen-tary components. “We now offer a J1939 line of gauges, AC meters, enclosures, engine harnesses, transducers, telem-etry and other items,” Cowen said. “As we continue to enter into new areas, we are constantly learning about new ap-proaches and new techniques. With our reliance on our own in-house engineer-ing, we are able to respond quickly to the markets demands with reliable solutions.

“Some of our latest advances are in the multiplexing of control systems, which allows multiple controllers to

ged than VFDs and LEDs in terms of shock and vibration, which is a real plus in engine applications.”

Along with standard engine condi-tion monitoring, the MVP control is also designed to monitor the operation and status of the emissions system compo-nents of Tier 4 interim engine systems. Specifically, it provides status of the diesel particulate filter (DPF), measur-ing the soot load of the DPF through the change in exhaust backpressure. The system can also initiate the DPF regen-eration cycle, or stop it in the event it would interfere with machine operation. Regeneration cycles can be controlled through pushbuttons on the front panel and Cowen said the indicator lamps “are ‘hid til lit,’ fulfilling the operator interface requirements.” A DEF fluid level display for SCR systems is also programmable, Cowen added.

The system also incorporates engine throttle control capability, as well as fault code reading for troubleshooting. Throt-tle functions can be managed via up and down keys on the panel, which op-erate through the J1939 CANbus TSC1 throttle control. Minimum and maximum speed settings can be programmed, along with ramp rate, the company said.

“Each key on the panel is a physical tactile button that offers a positive feel to the user,” Cowen said. “So whether you are controlling engine speed or retriev-ing stored codes, each key press is felt.”

For simplified troubleshooting, fault codes and messages can be displayed, along with the occurrence count and indicator lamps for pre-alarm and alarm conditions.

Additional inputs and outputs are avail-able, both digital and analog, the compa-ny said. Digital inputs can include external

The MVP control is engineered for sim-ple in-stallation, utilizing a traditional 5.1 cm round panel cutout. A clamp ring on the back side keeps the module in place and it is connected to the engine through molded six-pin Deutsch DT series con-nectors located on the back of the module with standard pin-outs.

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Diesel Progress international 32 May 2013

from the larger airfields in Cleveland and Akron/Canton.

“There are many people out there that like our products and company, but don’t fully understand its poten-tial,” Cowen said. “Getting even a few hours of focused time with the cus-tomer will allow us to transfer a wealth of information to them and make their needs known to us.” dpi

were assembled in the early 1990s and a step up from its previous 1829 m2 space.

“The facility is oversized at 3048 m2, but because we did a design build, the space is utilized extremely well,” Cow-en said. “One of the biggest pluses we see with this new facility is the im-proved capacity to bring customers in for either a sales or training session.”

Access is enhanced by the site’s proximity to a county airport that can accommodate light business aircraft and relatively straightforward access

coordinate on the same engine. This topology has been found to be very effective in marine applications where multiple start/stop and display sta-tions are desired with limited amount of cabling.”

Even more apparent is a new facil-ity, a 3048 m2 site in Sharon Center Township that is near the company’s existing facility in Medina. The compa-ny moved into the purpose-built site in mid-October 2012, and the new home is light years from the modest facility in which the company’s first products

For More inForMationwww.controlsinc.com

Controls Inc. has moved into a purpose-built, 3048 m2 site in Sharon Center Township, Ohio, U.S.A., a significant upgrade from its earlier facilities.

TECHNOLOGY

dieselhrNew CEO Named At Husqvarna

Kai Warn has been appointed president and CEO of Husqvarna Group, effective July 1. Warn was previously operations partner at private equity firm IK Invest-ment Partners.

He succeeds Hans Linnarson, who was appointed president and CEO in 2011. Linnarson will continue to work for the group until he retires early 2014, the company said.

Leadership Changes At Manitou

Manitou’s board said that Jean-Chris-tophe Giroux, president and chief exec-utive officer since June 2009, stepped down as of March 6. Giroux, whose term of office was to expire June 6 at the company’s annual general meeting, is being replaced on an interim basis by Dominique Bamas, an independent board member since June 2009 who has been acquainted with the company for

25 years. Bamas, 53, has an account-ing background and started his career with the French representative of Price-Waterhouse. He also served as CEO of French cereal cooperative Axereal until 2011. Since then, he has worked as a consultant and as a Manitou Group board member.

Henri Brisse, who joined Manitou in September 2011 as worldwide vice presi-dent of sales & marketing, will also be leaving the company, the board said. No successor was named.

New Executives At Universal AET

Universal Acoustic & Emission Tech-nologies has promoted two company ex-ecutives to top leadership positions. The company’s Board of Directors elected Dick Strojinc, the former senior vice president of Global Operations, to be the executive vice president. He will serve as general manager of the company, developing and directing the implementation of opera-

tional and strategic planning with direct supervision over Operations, Engineering, Finance and Global Sales.

Strojinc has more than 30 years of in-dustrial manufacturing experience at both middle market and OEM companies, where he held many leadership roles. Before coming to Universal AET, he was manag-ing director at Envisage Group Inc.

Dawn Auby, the former director of OEM Sales, was named vice president of Sales and oversees the Americas market. She is a former business development manager at Universal AET and, prior to that, a sales manager at Cummins.

PERKINS: Perkins said that Paul Wroblewski has succeeded Jim Berry as general manager for medium engines (3 to 7 L product lines). Wroblewski joins Perkins from Caterpillar’s Large Power Systems Division, where he was general manager of the Mossville Engine Centre. He reports to Perkins President Tana Utley.

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