MTU has a very nice information video on their 4000 series engines that are currently being bid for some commuter rail projects around the US. This gives some information on their exhaust gas recirculation system and developing exhaust treatment technology:

http://www.youtube.com/watch?v=FTgzw2n0Y5I

PC

MTU has virtually taken over the tugboat market now as well with Cat. Not much is getting EMD power these days...

Failure of the EGR system cost Cat the OTR industry, and nearly put other companies out of business entirely. How is MTU making it work when everybody else failed and went to DEF?

CD

OTR?

DEF?

This doesn't seem very OT, but quite relevant.

http://rail.railplanning.com/2014/03/28 ... e-looming/

Over The Road - the trucking industry.


Diesel Exhaust Fluid - what's added to catalize diesel exhaust into 'harmless' substances.

The EGR (Exhaust Gas Recirculation) systems tend to fail early and often on turbodiesels, this nearly killed Ford's PowerStroke (the ill-fated 6.0 is a prime example), and most of the OTR truck engine makers had spectacular issues.

CD

I'm hearing that neither GE or EMD is going to be able to meet Tier IV emissions requirements by the end of the year. Any truth to that?

When mileage and emissions standards go up, Honda hires 150 engineers. GM hires 250 lawyers and lobbyists.

dave

IMHO, Cat pulled out of the OTR supply chain for one reason only:

http://www.cat.com/en_US/products/new/by-industry/on-highway-truck.html

Cat does NOT like to share, and to supply engines to direct competitors is waay too deep for them.

I drove a F-350 with the DEF, as I recall, it used about 1 gallon DEF per 1000 miles and had over a 5 gallon tank. Seemed to work fine. DEF runs roughly the same price as Diesel fuel per gallon, and can be bought at many truck stops from a pump. Truckers sometimes call it Cow Piss. It is deionized/distilled water and urea. It's injected ahead of the converter in the exhaust. Chances are, it's coming to all new diesels, sooner or later.

Reasons MTU doesn't need fluid injection. Not all but some, compound turbo charging, Very high pressure fuel injection, revised Miller cycle engine, not Otto cycle, very large charge air cooling system, and on and on.
MTU has always realized urea injection would not be desirable so worked on not using it, Cat in particular felt that they could force the railroads to use it. HAHA
For those not in the know who MTU is do a little web research. They are in no way a new company or a small company. They are very well known outside of the US, even though they own Detriot Diesel they are not well known in this country.
The 12V2000 and 16V2000 make very good engines for rail applications under 2000 HP over that you need t go to the 4000 series.

A little background pertaining to Caterpillar INC. on some of the engine emissions and product information that has been shared in this thread may be helpful to those not as intimately familiar with Caterpillar INC. as I am.

Caterpillar until recently did supply On-highway truck builders with diesel engines. They have left this market for several reasons. None of these reasons have anything to do with EGR as the engines that we formerly supplied to Truck Original Equipment Manufacturers (OEM) did NOT use EGR. Period.

Here are some of the reasons for leaving this market.

1) The truck builder OEM's were moving to vertical integration. That is, they were to produce their own engines and other components for profit and to capture after sale parts market opportunities which they are denied when they sell engines manufactured by other suppliers (Including CAT).

2) Caterpillar has for several years built their own On-highway Truck line with the CT660 and the newer CT681 model trucks that directly compete with some of the former OEM's that were supplied Caterpillar truck engines. This would be a little difficult to take from some of our former OEM customers.

3) Caterpillar did not leave the On-highway market due to any inability to achieve emission standards. Up until the very last new engine that was shipped to a truck builder, NONE of the Cat engines were equipped with any EGR device. CAT used other technologies.

4) Caterpillar's market share of commercial engine business has grown such that the gap left by exiting the on-highway market has been nicely filled.

Caterpillar's capability and knowledge of the diesel engine combustion process is second to none. CAT produces the ACERT Technology engines that are currently powering the TIER IV Final - earthmoving, industrial, marine and EPG products for the markets that we compete in.

This knowledge of diesel engine technology and engine emissions is now available for EMD and other subsidiaries of CAT Inc.