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Sensors enable
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3 WHATS ONLINE
Videos/From Other SAE Magazines/News
6 TECHNOLOGY INNOVATIONS
MATERIALS
High-strength sheet steel that bends
ELECTRONICS|POWERTRAIN FEATURE
14 Watching for ways to stand
above the crowd
Sensors monitor a broad range of parameters to
help powertrain design teams add features and
improve performance.
20 ORIGINAL EQUIPMENT
Claas expands its forage harvester line
Deere updates motor graders to
meet Tier 4 Final
2
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June 5, 2014 2 OFF-HIGHWAY ENGINEERING
CONTENTS
follow us @SAEOHEMag
VOLUME 5 ISSUE 3
Shell engine teardown of
experimental low-viscosity oil
fuel efficiency through aerodynamics, pow-
ertrain enhancements, and lightweight
structures.
The new Kenworth T680 Advantage fea-
tures a factory-installed aerodynamic
package, an optimized powertrain, and
other fuel-saving touches to boost fuel ef-
ficiency by 5% over a standard T680. Chief
Engineer Kevin Baney details these technol-
ogies and more. View the video at http://
video.sae.org/11795.
Shell engineer Howard Hill shares with SAE
Magazines the results of a field-test engine
teardown using an experimental Rotella
heavy-duty engine oil that can improve fuel
economy and points to a new diesel engine
oil category, PC-11, expected in 2016. Click
image to view video, or go to http://video.
sae.org/11801.
Heavy truck focus
on fuel efficiency
Volvo Trucks Wade Long gives a walk-
around of one of the companys optimized
trucks, pointing out elements that reduce
weight such as aluminum crossmembers
and 6x2 configuration. The trucks shed up
to 1200 lb (544 kg). View the video at
http://video.sae.org/11780.
Additional videos can be viewed at http://
video.sae.org.
Two recently posted SAE videos reveal the
efforts of two major truck OEMs to improve
3 June 5, 2014 OFF-HIGHWAY ENGINEERING
WHATS
ONLINE
VIDEOS
Driving Continentals
48-V hybrid
FAA announced six U.S. test sites for the de-
velopment of commercial drones and sup-
port systems. More detail at http://articles.
sae.org/13195.
Continentals new 48-V hybrid system is a
package-efficient module aimed at delivering
much of the functionality of a 200-400-V
hybrid system for a fraction of the cost. It
will enter production in 2016 at two OEMs.
Automotive Engineering gave the prototype
system a spin as integrated into a demo
Volkswagen Golf TSI and found it to be
very polished. Greater systems functional-
ity is being added for 2016 production.
More detail at http://articles.sae.org/13186.
The future of
unmanned aircraft
Historically, the unmanned aircraft system
market has been dominated by military ap-
plications from surveillance to active en-
gagement. In the near term, the markets
military focus is expected to continue.
However, with projected growth from
around $6 billion today to nearly $12 billion
in 2023 (according to the Teal Group),
large-scale commercial adaptation is not
only possible, but likely. Late last year, the
WHATS ONLINE
FROM OTHER SAE MAGAZINES
BorgWarner begins production
of fan drives in Brazil
Now produced locally in Brazil, BorgWarners
electronically controlled Visctronic fan drives
respond directly to the engines cooling needs,
precisely controlling the fan speed to deliver
efficient engine cooling, improved fuel economy,
and reduced emissions for trucks, buses, and off-
highway applications.
The Fuso truck range manufactured at DICVs
Oragadam plant comprises five models spanning
medium-/heavy-duty (25 to 49 t) and light-/
medium-duty (9 to 16 t).
In May, BorgWarner announced that it had
begun production of its electronically con-
trolled Visctronic fan drives at its new plant
in Itatiba City, Brazil. According to Daniel
Paterra, President and General Manager,
BorgWarner Thermal Systems, the Itatiba
City plant allows us to produce advanced
technologies for our customers locally, and
our new engineering center expands
BorgWarners network of technical centers,
enhancing our local testing and validation
capabilities. Rising exhaust gas recircula-
tion rates and higher specific engine out-
puts are accelerating demand for more ef-
fective and efficient airflow solutions. More
detail at http://articles.sae.org/13208.
Chennai-built trucks expand
Fusos African presence
Daimler India Commercial Vehicles Pvt. Ltd.
(DICV) and Mitsubishi Fuso Truck and Bus
Corp., a Daimler company, recently
launched DICV-made trucks in Tanzania, the
fourth market since the start of export in
May 2013. The trucks are already available in
Sri Lanka, Kenya, and Zambia with more
markets to follow in Africa and Asia. The
market expansion is part of Daimler Trucks
Asias Asia Business Model introduced in
2013, which is attempting to create syner-
gies between the Japan-based Mitsubishi
Fuso and DICV. More detail at http://articles.
sae.org/13174.

WHATS ONLINE
NEWS
Principal steps in the formation of unique
nanostructures in NanoSteel AHSS sheet alloys.
TECHNICAL
INNOVATIONS
MATERIALS
High-strength sheet steel that bends
Basic vehicle structures have traditionally
been stamped from sheet steel, but
stricter fuel-economy standards have the
auto industry turning increasingly to
more costly alternative materials includ-
ing thin-gauge advanced high-strength
steel (AHSS) grades that unfortunately
do not stamp well, or light-but-strong
aluminum alloys and fiber-reinforced
polymer composites, which entail costs
not just from the materials themselves
but from the need to retool assembly
lines and reconfigure supply chains to
use them.
Metallurgists in industry and academia
are working overtime to develop so-called
third-generation AHSS grades whose
enhanced physical propertieshigh
strength plus ready formabilityaim to
keep steel ahead in the frame game. But
those developmental high-performance
steel alloys have yet to hit the market.
Now a dark-horse newcomer is trying to
elbow its way into this budding market.
NanoSteel, a family of nanostructured
ferrous alloys, offers high elongation
properties at ambient temperatures, which
provides cold-forming capabilities not
seen in current high-strength steels, which
are brittle.
NanoSteel of Providence, RI, which
developed the new AHSS alloys, is
He Created the Future.
Now its Your Turn.
THE
DESIGN CONTEST 2014
www.createthefuturecontest.com
To enter, get details at
S P O N S O R E D B Y
C A T E G O R Y
S P O N S O R
P R I Z E
S P O N S O R
Mark Wagner, President
of Sensorcon, Inc.
Grand Prize Winner of the
2012 Create the Future
Design Contest.
Smartphones are getting smarter thanks to Sensordrone, a keyfob-sized device that dramatically
extends the sensing capability of phones and tablets for applications ranging from medical
to environmental monitoring. For the inventors at Sensorcon, Inc., entering the Create the Future
Contest was another smart idea.
"Winning the Grand Prize in the 2012 Create the Future Design Contest validated the Sensordrone as
a truly unique new product and helped bring additional positive attention to it, enabling a
successful production launch in 2013," says Mark Wagner, President of Sensorcon.
TECHNICAL INNOVATIONS
A
working to provide samples for trial by
companies such as General Motors as the
new metals undergo production trials, said
the inventor, Daniel Branagan, Chief
Technology Officer and founder. The
company hopes to license the technology
to industrial users.

New class of steel sheet
Today, when car designers are fighting to
save every gram, steel mills have found
that current AHSS alloys are difficult to
form, which has opened opportunities for
aluminum and composites, Branagan said.
Were trying to keep steel in cars with
what we think is a game-changing
technology with much better formability.
We made NanoSteel sheet so that
designers could use less steel to get lighter
but still maintain safety.
This is a whole new class of sheet steel
alloys with unique combinations of
properties that we make using a pathway
that differs from those of conventional
steels, he claimed.
The metals, he explained, exploit new
mechanisms to provide high strength plus
cold formability, which include using novel
alloy chemistries, unique nanoscale grain
and phase structures less than 100 nm in
width, and specific structural formation
pathways that have not been used before.
Graph compares strength vs. elongation properties of current and NanoSteel (orange) AHSS sheet grades.
Now its Your Turn.
THE
DESIGN CONTEST 2014
www.createthefuturecontest.com
To enter, get details at
S P O N S O R E D B Y
C A T E G O R Y
S P O N S O R
P R I Z E
S P O N S O R
They Created the Future.
SunFriend Corporation developed a wristband that uses NASA inspired sensor technology to tell
you when you've had enough sun exposure. The designers were exposed to a world of opportunity
when they entered their product idea in the Create the Future Contest.
Winning the Consumer Product Category in the Create the Future Design Contest gave us the
confidence and momentum to bring the UVA+B SunFriend activity monitor all the way to market,"
says Karin Edgett, CEO of SunFriend. "We were able to leverage the value of the award to help at
every phase, from funding to attracting valuable team members.
The team at SunFriend Corporation (l-r) Leonard
Egan, Siddharth Potbhare, Karin Edgett, and Shahid
Aslam (not pictured Tariq Aslam). Winners of the
2011 Consumer Product Category.
The UVA+B SunFriend will be available for
purchase in April 2014.
In addition, everything we develop is
designed to be used on existing production
equipment, which is crucial to early
adoption by industry.
The route that Branagan took to develop
NanoSteel stretches almost two decades. It
began, he recalled, in the 1990s at the
Department of Energys Ames Laboratory
in Iowa, where he was working on
nanomagnetic materials such as
neodymium-iron-boron magnets. The
scientist designed nanomaterials for
enhanced magnetic resistivity and energy
density, often using devitrified metallic
glasses (amorphous) and refining the grain
sizes to small diameters to achieve better
single magnetic domain behavior.

Eureka moment
Then in 1996 at Idaho National Lab, I had
my Eureka! moment when I realized that I
could apply the same techniques to steel,
Branagan said. But rather designing for
enhanced magnetic properties, I saw that if
you could refine the grain size you could get
much more strength. Right away I looked up
the theoretical strength of irons atomic
bonds and found that most steel is around
10% to 12% of that value, so it was clear that
a lot could be done to harness more of the
total potential strength of iron compounds.
By 2002, Branagan and his colleagues
had formed a company to commercialize his
patented research, always with the ultimate
aim of producing nanostructured steel sheet
somewhere down the road.
Weve been following the same road
map ever sincea kind of golden paththat
we hoped could bring what was considered
an old technology into the 21st century. Of
course, nowadays high-strength steel is in
the technical news every day, he said.
NanoSteels initial product offering was a
micron-thick protective coating for oil mining
that provided basically the hardness of a
ceramic like alumina and the wear-resistance
of tungsten carbide, he said.
In the next few years, the company
Daniel Branagan, the CTO and founder of
NanoSteel, as well as inventor of the companys
technology.
introduced a thermal spray technology that
produces a shield coating about a
thousandth of an inch (25 microns) thick,
and then a weld-overlay product that
creates layers from 10 to 12 mm (0.39 to
0.47 in) thick.
Many rivers to cross
But back in 2006 there were many tough
challenges to solve, Branagan continued.
Once we turned our focus toward cold-
formable high-strength sheet steel, we were
confronted with the fact that though we
could get to strengths that were around
50% of theoretical maximum, we had
essentially hit a wall. We could create
nanostructures with sufficient strength, but
developing the high ductility we needed
turned out to be an even bigger challenge.
We soon realized that all existing
strategies were dead ends for this because
all the kinetics are wrong, he said. Steel
alloy grains grow at 80% or 90% of its
melting temperature. How could a
nanostructured metal get through a large-
scale industrial steel process where you
have very high temperatures up to and
above steels melting point and slow
cooling rates? For example, you can heat-
treat a coil of sheet and it can take 6 hours
for its condition to homogenize.
For the next few years NanoSteels R&D
team searched for a mechanism that could
provide ductility at high temperature.
Eventually, we found the kinetic and
reaction pathwaysthe thermochemistry
to bring the nanostructure to where we
wanted.
As in all of its products, the companys
sheet steel solution begins with alloy
compositions that differ greatly from the
norm, with 10 to 20 atomic percent of
P-group elementsthe boron-carbon-
nitrogen-oxygen-fluorine rank of the
periodic table, which are much higher than
standard levels.
These nontraditional alloying elements
are actually widely used conventionally, but
expectations, undergo static nanophase
refinement at high temperatures rather than
coarsening, producing grains and phases
that are an order of magnitude smaller,
together with the ability to strain-harden
during cold deformation with the creation of
nanoscale precipitates through a dynamic
nanophase-strengthening mechanism.
The first process yields tiny matrix grains
of dendritic (finger-like) austenite crystals
only sparingly because they make steel
strong but brittle, he said. In our case, we
had started out using very high atomic
percentages of P-group elements. Thats
how we achieved our high strengths.

High-temperature shrinkage
Then the researchers found ways to enhance
ductility via unique microconstituent
nanostructures that, contrary to
Side-by-side comparisons of grain-size growth when iron-based nanomaterials are heated.
with complex boride pinning phases that
keep everything in place, while the second
transforms the austenite matrix grains to
ferrite with high fractions of nanoscale
phase precipitates.
This is a different kind of
nanotechnology, Branagan concluded.
People are more familiar with particulate
efforts that focus on building nanomaterials
Stress-strain curves are shown for high-strength steel grades that compete with NanoSteel.
one atom at a time or from small groups of
atoms. Were kind of doing the same thing
but in bulk by using thermochemical-
enabling mechanisms that allow the
structures to change at high temperatures
and still have all the atoms simultaneously
form the nanostructures we need.
Steven Ashley

Watching for
ways to stand
ABOVE THE
CROWD
Sensors monitor a broad range of parameters to help powertrain design teams
add features and improve performance.
by Terry Costlow
Sensors are helping Cummins engine
designers build up performance while
minimizing emissions.
Adding sensors can bring a lot of benefit for
minimal cost, according to Michael Olson, Danfoss
Power Solutions Electronic Components
Engineering Manager.
ELECTRONICS|POWERTRAIN
FEATURE

W
hether design teams are
responding to the de-
mand for more features
and functions or meeting regulatory
requirements, theyre using sensors to
link digital controls to the analog world.
Sensor counts are growing, though engi-
neers are also honing strategies that let
them displace components by using virtual
sensing.
The factors driving growth vary widely.
The availability of inexpensive natural gas,
EPA Tier requirements, and a need for more
diagnostics are some of the major factors.
The counts have been going up since the
beginning of full-authority electronic diesel
engines over 25 years ago, said Matthew
Schneider, Chief Engineer and Chief
Architect for Sensors at Cummins. As the
greenhouse gas regulations and the OBD
requirements continue to develop, there will
be a need for more inputs for different pa-
rameters of the engine or aftertreatment
system. The addition of electronic after-
treatment systems has nearly doubled the
sensor count.
Regulatory requirements have been a
compelling force behind the transportation
industrys adoption of electronic controls
that help reduce fuel consumption and
emissions. As engineers learn more about
how the sensors and digital controls work
together, theyre always looking for ways to
trim component costs.
The sensor count curve trends upward
over time largely as a result of new regula-
tions, said Travis Anderson, Chief Engineer,
Diesel Control Systems, at IAV Automotive
Engineering. But the curve does not neces-
sarily increase monotonically. As we find
better ways of doing things, occasionally
that means some sensors can be eliminated.
One example is the removal of DPFs. That
eliminates the need for a differential pres-
sure sensor, exhaust temperature sensor,
and hydrocarbon dosing system sensors.
Though reducing component counts is al-
ways a goal, many developers feel that sen-
sors often bring benefits that outweigh the
costs. Electronic features are often solid dif-
Watching for ways to stand
ABOVE THE CROWD
Virtual sensors let Cummins measure parameters
that arent easily monitored.
ferentiators in the marketplace.
Adding additional sensors and incorpo-
rating control and monitoring
functionalities within exist-
ing machine controls adds
little cost or complexity to
the system, while provid-
ing significant benefits
that machine end users are
now demanding for greater
efficiency and lowered
maintenance costs, said
Michael Olson, Danfoss Power
Solutions Electronic Components
Engineering Manager.

Adding features
Equipment makers continuously endeavor
to give users more features and functions
while also helping them reduce operating
costs. As natural gas production has risen
in the U.S., interest in this fuel alternative
has risen. Letting an engine run on different
types of fuels requires a lot of input from
multiple sensors.
Natural gas and diesel-natural gas du-
al-fuel engines must deal with a variety
of issues not typically seen in diesel en-
ginesknock being one of the more im-
portant, said Ryan Roecker, Manager,
Powertrain Control for the Southwest
Research Institutes Engine, Emissions
and Vehicle Research Division. Dual-fuel
engines in particular are often running
with higher compression ratios than
would be considered normal for a spark-
ignited natural gas engine, leading to a
greater propensity for knock.
He noted that new and retrofit natural gas
and dual-fuel engines may require up to one
knock sensor per cylinder. This could mean
up to 16 knock sensors on some large en-
gine applications, which would require more
wiring, new control algorithms, and an in-
crease in microprocessor performance.
Many sensors are critical in efforts to im-
prove operating efficiency. Sensors can help
Adding aftertreatment systems requires a solid control
architecture thats built around input from multiple sensors.
Source: Cummins
Clearing the air
As tighter emissions regulations phase in, the elec-
tronic controls and sensors used in aftertreatment
systems have become a major development area. A
wide range of sensors must collect input from the
various elements in the aftertreatment system while
also communicating with engines.
Over about the last decade weve moved from
having few if any sensors in the exhaust, to having
multiple temperature sensors, pressure sensors,
lambda sensors, NOx sensors, and now even ammo-
nia sensors and particulate matter sensors in certain
markets, said Travis Anderson, Chief Engineer,
Diesel Control Systems, at IAV Automotive
Engineering. Improving the durability of the emis-
sions sensors is an important topic. Its not a sur-
prise given the harsh environment in which the sen-
sors operate.
As engineers seek more durable sensors, theyre
also looking for faster components. Speed becomes
more important as more sensors are sending more
data to more systems.
Faster-reacting sensors enable improved ma-
chine control by eliminating the machine-induced
errors that are typically associated with todays sen-
sors, said Michael Olson, Danfoss Power Solutions
Electronic Components Engineering Manager. As
non-road engines move toward the use of after-
treatment and/or EGR, more sensors are required.
The goal of reducing emissions while pruning fuel
expenditures is prompting more cooperation be-
tween design teams. Increasingly, engineers from
different projects work together to maximize vehicle
efficiency instead of focusing only on improving a
specific system. For example, aftertreatment sensors
are highly integrated with engine controls.
The objective is to optimize the performance of the
overall system, and not just the engine or aftertreat-
ment, Anderson said. Efficient system operation re-
quires the engine control system to be mindful of the
status of the aftertreatment system. Sometimes we
need to operate the engine in a less efficient manner to
get the aftertreatment system up to temperature while
still staying within emissions limits.
He added that once the aftertreatment system hits
the desired temperature, the engine can switch to a
more efficient operating mode. Sensors provide the in-
formation required to make those control decisions.
Design teams are using varied architectures to inte-
grate sensors and control modules. Some dedicate a
control module to aftertreatment, while others let the
engine control module (ECM) manage aftertreatment.
One would be to develop a separate control module
for the aftertreatment system, said Matthew
Schneider, Chief Engineer and Chief Architect for
Sensors at Cummins. Another approach would be to
have the sensor outputs feed directly into the ECM and
have the ECM determine the control. In many cases, the
ECM with the engine parameter information, such as
pressure and temperature, outputs this data to the sen-
sor modules for compensation of each device.
Terry Costlow
Watching for ways to stand
ABOVE THE CROWD
Slope sensors from
Danfoss help improve
safety and efficiency.
adjust blades to smooth roads and other
surfaces. They can monitor speed too.
We have used MEMS technology, incli-
nometers, accelerometers, and gyroscopes
to increase performance on slope sensors
that are used for grade & slope control and
other machine leveling applications, Olson
said. These same sensors can also be used
as inertial measurement units to sense ma-
chine motion to control propel or other
work function.
Sensors are helping make vehicles safer.
Rollovers are a big concern in the uncertain
environments confronted by off-highway
equipment. Sensors can often perform dou-
ble duty, helping operators improve effi-
ciency while they watch for potential roll-
over situations.
Speed sensors on wheels can detect
slipping, so the system can determine
when it needs to divert power
from one wheel to the next,
said James Sterling, Manager of
Integrated Sensors at Infineon.
If one wheels slipping and the
controls know from the leveling
sensor that youre on a hill, the sys-
tem can add power to the opposing
wheel and help the driver get out of a
dangerous situation.

Virtually gone
Engineers often use specific sensors to
measure different parameters like tempera-
ture or pressure. But they have also devised
ways to measure some parameters without
using a dedicated sensor. They can gather
data by examining information provided by
multiple sensors and determine the operat-
ing conditions for a sensor that isnt there.
Virtual sensors will always be necessary
to develop certain control functions,
Schneider said. Depending on the accuracy
of the system requirements, virtual sensors
can be utilized in many ways from engine
control to air handling, to exhaust gas recir-
culation control. As prognostics become
more prevalent and desired, there will be an
increased need for virtual sensorsespe-
cially if this will allow for a prognostic with-
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out adding an actual sensor.
Eliminating sensors is often a way to re-
duce components and trim costs. But the
concept can also be used to monitor param-
eters that arent easy to measure using con-
ventional components.
Virtual sensors are not always about re-
ducing component counts, Anderson said.
Perhaps more critical is the ability of virtual
sensors to estimate system states that are
difficult or even impossible to measure in
the first place. One common example is the
use of virtual NOx sensors to estimate en-
gine-out NOx emissions after cold start
when the physical NOx sensor is too cold to
operate. Other common examples include
virtual air mass flow sensors, EGR rate sen-
sors, DPF soot load sensors, and SCR am-
monia load sensors.
Virtual sensors can sometimes provide
better performance than physical compo-
nents. Although engineers can list many
benefits for virtual sensors, they note that
these benefits dont come for free.
A virtual oxygen sensor can often be as
accurate, and sometimes faster, than the
physical sensor, said Roecker. While virtual
sensors can be designed to be quite accu-
rate, the cost is almost always in terms of in-
creased ECU processor load.
ORIGINAL
EQUIPMENT
Claas expands its forage harvester line
performance and throughput expected
from Jaguar harvesters but dont require all
the upgrades that the higher-end 900 se-
ries delivers.
Mercedes-Benz inline six engines deliver
Tier 4 Final power to the entire line. The
top-end 880, at 626 hp (467 kW), offers a
power curve comparable to the Jaguar 960,
while the Jaguar 840the least powerful
offering in the new 800 series at 408 hp
(304 kW)is a fit for those who dont re-
quire quite as much power as the base 930.
The two models in between are the 860 at
516 hp (385 kW) and the 850 at 464 hp
(346 kW). The same Dynamic Power option
offered on the 900 Seriesa system that
modifies engine output and fuel consump-
tion based on operating conditionsis also
an available option on the Jaguar 880 and
860. Claas says that option contributes to
fuel savings of up to 10.6%.
The all-new Jaguar 800
Series forage
harvesters from Claas
are seen by the
company as a
complement to the
current higher-end 900
Series.
In addition to its engine and emissions updates,
design enhancements and a wide range of options
simplify maintenance and operations.
The all-new Jaguar 800 Series forage har-
vesters from Claas are seen by the compa-
ny as a complement to the current 900
Series, meeting the needs of producers and
custom harvesters who need the reliable
ORIGINAL EQUIPMENT
While mechanically straightforward, the
800 Series delivers advanced features ex-
pected from the Jaguar line, says Claas. In
addition to its engine and emissions up-
dates, design enhancements and a wide
range of options simplify maintenance and
operations.
The 880 can be equipped with the same
multi crop cracker as the 900 Series, while
the rest of the line can be equipped with a
slightly smaller cracker. A new metal access
door makes it easier than ever to quickly
switch out the cracker and change rollers. A
newly designed modular accelerator allows
for easier access and faster maintenance.
With its rounded body design, the 800
models offer efficient air cooling and im-
proved visibility for the operator. Advanced
air filters prolong the time between mainte-
nance stops. Hydraulics have been upgrad-
ed and placed for easier access.
The large Vista cab and CEBIS (Claas
Electronic on-Board Information System)
operating concept in the new 800 also help
to increase operator comfort. Efficient
Agriculture System (EASY) functions and
driver assistance systems available on the
900 Series are also available on the 800
Series, including Auto Fill, Cam Pilot, mois-
ture sensors, and remote diagnostics.
Claas describes Auto Fill as being based
on the principle of digital 3-D image analy-
sis. By analyzing camera images of the trail-
er travelling alongside, the system is capa-
While mechanically straightforward, the 800 Series
delivers advanced features expected from the
Jaguar line, says Claas.
According to Claas of America Product
Coordinator Matt Jaynes, Those who are
familiar with the Jaguar line of forage har-
vesters will remember the Green Eye se-
ries, which was sold here in North America
just a few years ago. The new 800 Series
feels a lot like the Green Eye series, with a
classic, straightforward mechanical design
to go along with some key updates.
Some of those classic characteristics in-
clude a mechanical feed roll design deliver-
ing an industry-exclusive six different
lengths of cut from a V-Classic drum, in-
stead of the infinitely variable cut length
and V-Max drum of the 900 Series. The 800
Series has also adopted the axle design and
mechanical four-wheel drive offered in the
older line.
ORIGINAL EQUIPMENT
ble of determining both the outer edges
and the fill level at any position in the trailer.
Additionally, the system is able to deter-
mine where the harvested crop will impact
as it enters the trailer. The data obtained is
used to control the discharge spout auto-
matically lengthways and crossways in rela-
tion to the vehicle axis for optimal filling of
the trailer.
Also new to the 800 Series is a mechani-
cal quick-attach drive coupler and hydraulic
flat-face coupler for quickly and conve-
niently attaching headers. The 800 Series
has a uniform interface for front attach-
ments that can operate all of the same
headers offered on the 900 Series with the
exception of the Orbis 900 and DD 610.
Jean L. Broge
With its rounded body design, the 800 models offer efficient air cooling and improved visibility for the
operator. Advanced air filters prolong the time between maintenance stops. Hydraulics have been
upgraded and placed for easier access.
Mercedes-Benz inline six engines deliver Tier 4 Final
power to the entire line. The top-end 880, at 626 hp
(467 kW), offers a power curve comparable to the
Jaguar 960, while the Jaguar 840the least
powerful offering in the new 800 series at 408 hp
(304 kW)is a fit for those who dont require quite
as much power as the base 930.
ORIGINAL EQUIPMENT
Deere updates motor graders to meet Tier 4 Final
ed better all-around lighting, a more mod-
ern radio, an improved rear view camera
with a dedicated monitor, and a few up-
graded cab features. We delivered on these
with these new G-Series motor graders.
The G-Series still offers 12 models with
net power ranging from 220 to 287 hp (164
to 214 kW). Six of the units feature six-
wheel drive, providing operators increased
traction, the ability to get more work done
in fewer blading passes, and a 30% increase
in blade pull.
All the motor grader models weigh the
same as their Tier 4 Interim predecessors
The direct-drive transmission with event-based shifting on the G-Series continues to offer
smooth gear and direction changes.
Deeres G-Series motor graders have been
updated to meet Final Tier 4 emissions
standards with the implementation of a
John Deere PowerTech EPA Final Tier 4/EU
Stage IV engine. The engine update also al-
lowed engineers to implement
other updates.
Updating the G-Series engines to Final
Tier 4 allotted us the opportunity to talk
with customers in more detail about what
they liked and didnt like with the G-Series
design, said Mike Ackerman, Product
Marketing Manager, Motor Graders, John
Deere Construction & Forestry. They want-
and there was no sacrifice to visibility going
from a Tier 4 Interim to Tier 4 Final engine.
Visibility to the sides and rear allow the op-
erator to easily view the ripper while the
machine is in motion. The direct-drive trans-
mission with event-based shifting offers
smooth gear and direction changes.
DPF cleaning occurs automatically with
no impact to machine operation. Also, after
extensive testing it was found that the DPF
can go up to 15,000 hours before ash re-
moval.
Cooling package service access is made
easier with a swing-out fan door, pivoting
coolers, and standard hydraulically driven
cool-on-demand reversing fan that runs
only when needed. Filters are located in an
easy-to-access bank.
Customer feedback drove Deere to offer
new LED worklights for better illumination
around the G-Series models. Operators also
have the ability to utilize satellite radio with
Bluetooth capability. A new laminated cab
glass option will be available in 2014 as well.
Operators of the G-Series continue to get
a steering wheel and can choose from the
console-mounted low-effort industry-stan-
dard control pattern or easy-to-use armrest-
mounted industry-standard fingertip con-
trols. If an operator specifies the fingertip
controls, he or she will still have a choice
between using lever steering and the ever-
present steering wheel.
Deeres open-architecture design lets
customers employ their favorite brand of
grade-control system. GP models come fac-
tory equipped with bulkhead connectors,
sensor mounts, electrical wiring harnesses,
integrated controls, and exclusive mold-
board mast mounts. Machines can also be
factory-installed with Topcon 3D-MC2 grade
control system for faster availability and the
ability to finance the system with the grader
purchaser. All GP models come standard
equipped with automated cross-slope.
Jean L. Broge
For steering, G-Series operators can
choose from the console-mounted
industry-standard control pattern or
easy-to-use armrest-mounted
industry-standard fingertip controls.

ORIGINAL EQUIPMENT
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