Advanced EGR 2010 Emission Compliant

ADVANCED EGR
2010 Emission Compliant
MF_Advanced_EGR_Book[p].indd 1
12/17/08 10:13 AM
EPA Regulations
WHAT IS NOx?
EPA regulations for NOx (Oxides of Nitrogen) and
PM (Particulate Matter or soot) have tightened.
The atmosphere is 78% Nitrogen. High combustion

temperatures inside an engine form NOx. Once in the
atmosphere, NOx results in ground level ozone
formation and smog.
SULFUR
Content
In Fuel
5.0
500 PPM
(6/93)
NOx (g/bhp-hr)
4.0
2.5
1.2
ULSD
15 PPM
0.2
0.0
0.0 0.01
(6/06)
0.10
Particulate Matter (g/bhp-hr)
How can we control NOx emissions? Either by adding

more equipment to the exhaust system to clean them
up, or by reducing combustion temperatures to avoid
creating the NOx in the rst place.
In 2010 NOx emissions must be reduced from 1.2 g/bhp-hr

(grams per brake horsepower hour) to 0.2 g/bhp-hr.
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12/17/08 10:13 AM
We have been able to meet the

challenge of our stricter US EPA
emissions levels that went into effect
in 2004 and 2007 with EGR systems.
NOTE: Euro requirements are typically less
stringent than the EPA requirements.
5.22
NOx (g/bhp-hr)
4.00
NOx
3.73
2.50
2.61
1.20
EPA94
1994
Euro II
1996
EPA98
1998
Euro III
1999
EPA04
2004
0.186
PM (g/bhp-hr)
EPA regulations in the US are also

typically adopted by Canada.
The European Unions latest standards
are referred to as Euro V.
European manufacturers began using
SCR to meet Euro IV emissions levels
in 2005 and many will continue to do
so in 2008.
5.00
EPA Regulations & Stamdards
EPA vs. Euro Standards
Euro IV
2005
EPA07
2007
1.49
Euro V
2008
0.20
0.37
EPA10
2010
Euro VI
2013
PARTICULATE MATTER
0.10
0.10
0.10
0.075
EPA94
1994
Euro II
1996
EPA98
1998
Euro III
1999
EPA04
2004
0.015
0.01
0.015
0.01
0.007
Euro IV
2005
EPA07
2007
Euro V
2008
EPA10
2010
Euro VI
2013
SCR was adopted when competing technologies were not ready to meet the
standards. It was presented and pushed by manufacturers of the technology,
and the infrastructure to support SCR was mandated by European legislation.
Manufacturers now have competing technology solutions available, and the
stricter requirements of EPA 2010 mean that Euro V experiences are not
directly applicable.
ADVANCED EGR
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12/17/08 10:13 AM
SCR
Emissions Solutions
T
2007 NOx Level
Clean Air
Charge Air Cooler
EGR
EGR - Cooler
Oxidation
Catalyst
T
Diesel Particulate Filter
SCR
2010 NOx Level
Tank must be
insulated and
heated
Tank
Urea
Level Sensor
Urea Tank
NH3 Slip Cat

NOx
Urea Doser
T
NOx
SCR Catalyst
s The engine includes an EGR

system, much like todays engines,
and it creates exhaust which
includes particulate matter
and NOx
s Exhaust passes through the
oxidation catalyst and on to the
DPF, which cleans the soot. From
there, the exhaust passes to the
SCR catalyst
s There is a urea tank located near
the exhaust system. This tank must
be continuously monitored for
urea level. The tank must also be
insulated and heated.
s Pump supplies urea to the SCR
injection system
s The injector sends the urea into the
SCR catalyst
s Urea mixes with the exhaust gases
and turns into ammonia and carbon
dioxide, then reacts with NOx to
produce nitrogen and water vapor
One method of moving from the 2007 to 2010 emissions level is to take the current EGR
system and add SCR, Selective Catalytic Reduction, to clean up the NOx emissions and
meet the 2010 standards.
s The end result of this process is

lowered levels of NOx to meet the
EPA 2010 emissions standards
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12/17/08 10:13 AM
EGR
In-Cylinder
EGR
2010 NOx Level
An alternative solution involves rening the EGR (Exhaust Gas Recirculation) system
currently in place to provide an in-cylinder solution. Rather than continuing to create NOx
and then having to clean it up, an in-cylinder solution is designed to prevent the NOx from
being formed in the rst place.
Emissions Solutions
2007 NOx Level
Navistars 2010 compliant

engines will be very similar to
the 2007 compliant engines,
with no additional aftertreatment
components or uids required
SCR systems are projected to offer a slight improvement in fuel mileage, since they can allow the
engine to run dirtier and then clean up the emissions later. However, they also require the addition of
diesel exhaust uid or DEF, so the costs of operating the engines are similar.
ADVANCED EGR
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12/17/08 10:13 AM
All About Urea
122F / 50C
85F / 30C
Urea begins to emit

ammonia gas
Urea begins to
break down
Chemical Urea
32.5%
Deionized Water
67.5%
32F / 0C
The mix of urea used for

agricultural applications will
NOT work for diesel engines.
12F / -11C
Urea freezes
Urea + Deionized water = DEF

(Diesel Exhaust Fluid)
Winter Average
Low Temperature
Above 85 F, the storage life of urea decreases rapidly.

Storage Life (months)
30
Summer Average
High Temperature
60 to 70F
Above 110F
50 to 60F
100 to 110F
40 to 50F
90 to 100F
30 to 40F
80 to 90F
20 to 30F
70 to 80F
10 to 20F
60 to 70F
0 to 10F
50 to 60F
10 to 0F
Below 10F
20
10
0
86
95
104
Temperature (F)
122
140
Contamination, Temperature and Storage Concerns

Urea is temperature sensitive and easily contaminated. Storage and dispensing
tanks must be heated and cooled. Vehicle tanks will need to be insulated and heated.
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12/17/08 10:13 AM
Urea is corrosive to aluminum, so it must be stored

in stainless steel or heavy grade plastic containers.
All About Urea
Urea is made from natural gas,

so prices can be quite volatile.
AdBlue warning from Mercedes owners manual.
How Much Does it Cost?

With NO government mandate, there is
no assurance it will be readily available.
$12.00
per gallon
The price of AdBlue (European brand of urea)

increased 15-30% in early 2008.
$17.76 plus tax

per HALF-gallon
10-24-08
ADVANCED EGR
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12/17/08 10:13 AM
SCR Hardware
What does it take to make
an SCR system work?
Trucks utilizing SCR for emissions reductions
will require signicant additional hardware
beyond todays exhaust packaging, resulting
in reengineering work for TEMs.
Urea Tank; Power Supply;

Heating Unit; Pump
Urea Injector Supply

and Heating Lines
DOC
DPF
Additional parts, components and

complex electrical interfaces could
reduce SCR system reliability.
Temperature
Sensors
Urea Injector
SCR Catalyst
AMOX Catalyst
Shown canned including:
Temperature Sensors; NOx Sensor
Electrical Clipping Bar and Mounts
Aftertreatment
Control Module
Battery Box &

Air Tank Module
Added SCR Hardware
DEF Pump
48
36
24
12
Current Hardware
12
24
36
48
60
72 (IN)
Catalytic
Converter
Urea
Injector
Urea Tank
Because Urea is temperature sensitive,
this tank must be insulated AND heated.
Urea weighs 9.1 pounds per

gallon. The complete SCR system
and uid will add 300-400
pounds of weight to the vehicle.
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12/17/08 10:14 AM
EPA Requirements for SCR Systems

In March of 2007, the EPA issued a letter containing guidelines for the design and operation of SCR systems to be used on
vehicles. Among these guidelines were a requirement that the SCR system be tamper-proof to prevent operation of the vehicle
without fully functioning emissions controls in place, or with a uid other than urea in the tank.
Urea
Solution
HEST
Urea Solution lamp added to already

complex EPA07 package
UREA = FUEL
You can think of urea as a
fuel because without it the
vehicle cannot run legally
and must shut down,
rendering the vehicle
useless to the customer.
With a low urea level,

a warning light will
appear which should
be augmented by an
audible warning.
Next, the engine

will de-rate and
the driver will
feel a power loss.
As the issue
progresses,
vehicle speed
would be limited
well below typical
operating levels.
Finally, when the

vehicle is shut
down, there will be
a no start condition.
Without Urea, the Vehicle WILL NOT RUN
SCR Hardware & EPA Requirements
DPF
Although not nal, EPA vehicle

compliance requirements indicate
vehicles will have to be equipped
with sophisticated sensors to detect
NOx in exhaust. If the sensors detect
that there is a bad urea solution or
no urea is available, there will be four
progressive stages of warning and
vehicle response.
ADVANCED EGR
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12/17/08 10:14 AM
The Advanced EGR Solution
Extra Exhaust Hardware
Extra Fluid
How will MaxxForce and Navistar meet the new emissions
Step 1
Step 2
Advanced Fuel Injection Technology
Proprietary Combustion Bowl Design
Our next-generation fuel injection systems are capable of delivering

fuel into the cylinder multiple times per cycle and at higher pressures.
Utilization of one or more pre- and post-injections along with the
main injection event means combustion can take place over a
longer period and be more complete, resulting in less creation of
NOx emissions.
Our redesigned combustion bowl combines with the higher fuel

injection pressure to break the fuel up into a ner mist spread
more evenly inside the cylinder, resulting in a more complete and
cleaner burn.
Main Injection Event

Post Injection
Early Injection
TDC
OLD DESIGN
Fuel not distributed evenly,
burns inconsistently
BDC
NEW DESIGN
Fuel is a ner mist for a
smoother, more complete and
cleaner burn
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12/17/08 10:14 AM
Additional Driver Training
Additional Maintentance
requirements without all the added weight and complexity of SCR?
Step 4
Advanced Air Management
Electronic Calibration Strategies
Advanced EGR utilizes dual turbochargers: the rst to provide additional

boost at lower engine speeds, followed by an interstage cooler to
allow more air to be packed into the large second stage turbo for
maximum power at high engine speeds. Combining these features
with the increased EGR rate means the combustion in the cylinder
occurs slower and at a lower temperature, generating less NOx.
Engine controllers previously utilized pre-programmed lookup table

to determine the fuel-air mixture to burn. Increases in computing
power now allow the engine controller to continuously calculate
the optimum mix to achieve maximum power and efciency in
many different situations.
The advanced EGR system on a

MaxxForce engine will only add
70-100 pounds to the vehicle,
signicantly LESS than an
SCR system.
ADVANCED EGR
The Advanced EGR Solution
Step 3
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12/17/08 10:14 AM
Other Manufacturers Strategies

Caterpillar
Peterbilt / Kenworth
Caterpillar has announced that they are exiting

the on-highway engine market as of 2010.
In addition to DAF engines from Europe that

utilized SCR, Peterbilt and Kenworth will utilize
SCR on their PX-6 and PX-8 engines based on
the Cummins ISB and ISC platforms.
Cummins
Although they originally were going to use
EGR, Cummins recently changed course and
has now announced they will add SCR systems
to their engines to comply with 2010 emissions
requirements. The ISM will no longer be produced.
Volvo/Mack
Volvo and Mack will be utilizing
common engine platforms in the future,
and Volvo will be carrying over their
SCR technology from Europe for use
here in the United States.
Freightliner / Detroit Diesel

Detroit Diesel is driving towards common
engine platforms with parent company
Mercedes and will be utilizing SCR to meet
EPA 2010 emissions.
Scania and MAN

Mercedes-Benz
While Scania and MAN have previously

utilized SCR to meet EuroIV standards, both
companies recently announced a transition
to EGR technology to meet EuroV standards
going forward.
Mercedes has used SCR in Europe since

2004, and is introducing it in the US for
EPA 2010 as well as continuing to use it to
meet EuroV emissions.
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12/17/08 10:14 AM
SCR
FUEL ECONOMY: SCR may offer slightly improved fuel economy, but
the savings will be offset with the need to add Urea.
PRICE:
The engineering and hardware costs of EGR and
SCR are expected to be competitive.
MAINTENANCE: No extra uids to ll, no additional systems to break
or parts or uids to stock, and no new technician
training required.
DRIVERS:
Nothing new to learn, no additional uids to ll or
worry about.
WEIGHT:
With an SCR system weighing in at 300-400 pounds
or more, EGR has a signicant advantage at only
70-100 pounds.
PACKAGING:
No additional aftertreatment hardware means no
reengineering for TEMs.
TRADE VALUE: If the rest of the industry begins utilizing advanced
EGR, what will SCR trucks be worth at trade-in?
Other Manufacturers Stretegies
EGR
The Choice is Clear

Advanced EGR from MaxxForce is the best solution
to meet the 2010 EPA emissions requirements.
ADVANCED EGR
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But They Said...
The competition is making a lot of statements about Navistars

Advanced EGR strategy. Here are some of their claims and the actual facts:
Navistar is using credits to meet the requirements
Actually, this is true, but heres the rest of the story: the EPA supports the collection and use of
credits because it actually contributes to cleaner air. No company that collects and uses credits get
all the credits back [one for one]. A percentage of them are held back. In other words if a company
generated 100 credits, they are only able to use 80 of those credits in the future. The balance is that
companys contribution to the environment.
EGR is just temporary, theyll switch to SCR in 2012
SCR will cost less since it gets

better fuel mileage
Remember that you also need to add
the cost of urea, so operating costs will
be comparable.
And its not just us saying that
Navistar is committed to the path of EGR, now and in the future. As of 2012, credits will no longer
be allowed to certify engines to the 0.2g/bhp-hr standard. By that time, we will have ne-tuned our
engine systems and calibration to meet the standard at the tailpipe without credits or other additional
aftertreatment hardware.
Navistar is building a dirty engine

Navistar has been a leader in clean diesel technology on many fronts; we were the rst to market
with electronic emissions controls in 1994, the rst to introduce Green Diesel Technology in 2000,
with the rst diesel engine with emissions equal to natural gas and most recently the rst to massproduce a diesel-hybrid electric vehicle. The fact is, Navistar will be fully compliant with the clean air
standards in 2010 without the use of additional complex aftertreatment.
Navistar is the only manufacturer using credits

Navistar is the only manufacturer that builds enough engines cleaner than the current standard to
generate a surplus of credits that we can use in the future. All engine manufacturers have used
credits over the last few years to achieve compliance across their product lines, and some will
continue to use credits after 2010.
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12/17/08 10:14 AM
For customers with heavy body integration needs, the news is also
good. Cab to axle dimensions are unchanged from 2007. And did you
know that since 2007, International has built almost 400 different
combinations of exhaust, fuel tanks and battery boxes to meet
customers unique needs? And each and every one of them will
still be available in 2010.
Customer Impact
What it Means to Our Customers
Mid-range diesel customers will still be able to get a full

range of engines, from the MaxxForce 7 on up to the
MaxxForce 10. We will have available horsepower ratings
from 220 on up to 330, and torque ratings from 560 up
to 1150 lb/ft.
For Class 8 on-highway customers, using EGR instead

of SCR means 300 pounds more payload capacity, as
well as fuel efciency improvements of up to 2%.
No additional driver training is needed, since there
will be no change to how trucks are operated and
maintained today, and no worrying about making sure
the driver lls the urea tank or where to purchase it.
ADVANCED EGR
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12/17/08 10:14 AM
MaxxForce Big Bore Value Drivers

The company that has been a leader in diesel engine technology for years now offers big-bore power!
Special Equipment
Adds Versatility
MaxxForce Big Bore Ratings
HP
330
370
390
410
430
475
s Optional engine
compression
retarder brake
Torque (lb-ft)
1,250
1,350
1,400
1,450
1,550
1,700
s Optional integral REPTO

for mixer applications
s Programmable electronic
parameters for increased
fuel economy
s Optional FEPTO for snow
plow applications
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High Strength Without Added Weight

No engine offers a higher power-weight ratio than
the MaxxForce big bore engine with compacted
graphite iron cylinder block.
Conventional Gray Iron
Compacted Graphite Iron
Excellent Power Characteristics

s Twin turbos and high-pressure injection system help
deliver peak torque at 1000 rpm vs. typical 1300 rpm
for competitors.
s Upshift at lower speeds
MaxxForce Big Bore Value Drivers
s Fewer downshifts
Outstanding Fuel Economy

CGI molecules intertwine providing greater strength with
thinner casting walls.
CGI Strength Margin

(vs. gray iron)
+75% tensile
+40% stiffness
+200% fatigue
s Common rail fuel system

s Low friction design
Very Low Noise, Vibration

and Harshness
s Advanced block design and high-pressure multi-shot injection
combine to produce a 30% lower noise level inside the cab.
ADVANCED EGR
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12/17/08 10:14 AM
Mid-Range Engines Comparison

MaxxForce7
MaxxForce DT
MaxxForce 9 & 10
Duramax 7800
Mercedes MBE900
Toyota Hino J08E
Cummins ISB
Cummins ISC
Cummins ISL
Horse Power Range
200-230
210-300
MF 9: 300-330
MF 10: 310-350
200-275
190-350
220-260
200-325
240-330
345-365
Torque Range
(lb. ft.)
560-620
560-860
MF 9: 800-950
MF 10: 1,050-1,150
520-860
520-860
520-585
520-750
660-1,000
1,150-1,250
468.9 (7.86L)
409 (6.7L)
505 (8.3L)
540 (8.9L)
Engine
Comparisons
Displacement cu.in (liters)
389 (6.4L)
466 (7.6L)
570 (9.63L)
475 (7.8L)
389 (6.4L)
439 (7.2L)
Weight (lbs.)
1,160
1,560
1,560
1,250
1,168 (6.4L)
1,310 (7.2L)
1,458
1,150
1,630
1,635
Conguration
V-8
I-6
I-6
I-6
I-6
I-6
I-6
I-6
I-6
Valves Per Cylinder
3 (Standard)
4 (Optional)
Cylinder Design
Parent Bore
Wet-Replaceable, Induction
Hardended Cylinder Sleeves
Wet-Replaceable, Induction
Hardended Cylinder Sleeves
Parent Bore w/ Dry-Slip-Fit

Liners
Parent Bore w/ Induction

Hardening at Top Ring Travel
Parent Bore w/ Dry Slip-Fit

Sleeves
Parent Bore
Wet Sleeves
Wet Sleeves
Block Reinforcement
Single-Piece Bed-Plate
Retains All 4-Bolt Main
Bearing Caps
Selected HP--1/4 Steel

Ladder-Type Reinforcement
Selected HP--1/4 Steel

Ladder-Type Reinforcement
Cast-Iron, Single-Piece Bed

Plate
None
Bolted Main Bearing Caps
Ladder Type Bottom

Reinforcement
None
None
Turbo
EVRT
EVRT
EVRT
Variable Geometry Turbo
Waste Gate / Dual-Stage

Turbos on 260+ HP
Variable Vane Turbo
Cam Followers
Hydraulic Roller
Mechanical Roller
Mechanical Roller
Flat
Flat
Roller
Flat
Roller
Roller
Fuel System
Hi-Pressure Common Rail

w/ Piezo Injectors
Electro-Hydraulic Unit
Injector - G2
Electro-Hydraulic Unit
Injector - G2
Unit Hi-Pressure Pump

at each Cyl.

(Denso)
Head Bolts Per Cylinder
Positive Valve Rotators
No
Yes
Yes
No
No
No
No
No
No
Replaceable Valve Guides
No
Yes
Yes
Yes
Yes
Yes
No
Yes
Yes
Replaceable Valve Seats
No
Yes
Yes
Yes
Yes
Yes
No
Yes
Yes
Fuel Filter
Element
Element
Element
Canister
Element (2 lters)
Element
Canister
Canister
Canister
Fuel / Water Separator
Standard
Standard
Standard
Standard
Standard
Standard (2007)
Optional (2006)
Standard
Optional
Optional
Cooling Jets Per Piston
1 (Targeted)
1 (Targeted)
Oil Cooler Thermostat
No
Yes
Yes
Yes
No
No
No
No
No
Jacobs C-Brake w/ 252 HP
@ 2200 RPM &
VG Turbo Brake
Braking Options
None
Diamond Logic Exhaust Brake

and Engine Brake
Diamond Logic Exhaust Brake

and Engine Brake
Exhaust (buttery type)
Exhaust (buttery type) and

Bleeder (small 4th valve)
Jacobs C-Brake w/ 252 HP

@ 2200 RPM &
VG Turbo Brake
Oil Change Intervals
10,000 mi. / 350 hrs. /

1,500 gals. Fuel
15,000 mi. / 550 hrs. / 2,100

gals.
15,000 mi. / 550 hrs. / 2,100

gals.
6,500 mi. / 3 months
15,000-20,000 mi.
First 3,000 mi. then every

20,000 mi. Requires HINO
Special Oil
Up to 15,000 mi. / 500 hrs. /

6 months
15,000 mi. / 500 hrs. /

6 months
20,000 mi. / 500 hrs. /

6 months
Fuel Filter Change Intervals
Every 2nd Oil Change
Every 2nd Oil Change or by

Restriction
Every 2nd Oil Change or by

Restriction
Every 2nd Oil Change
18,000-30,000 mi.
20,000 mi.
Same as Oil Filter
15,000 mi. / 500 hrs. /

6 months
Every Oil Change
52,000 mi. / 12 months
24,000 mi. Severe, 75,000

mi. Short Haul, 80,000 mi.
Long Haul
50,000 mi. / 24 months
150,000 mi. / 5,000 hrs. / 48

months
150,000 mi. / 5,000 hrs. /

48 months
150,000 mi. / 5,000 hrs. /

48 months
Valve Lash Adjustment
None Required--Hydraulic
Lifters are Standard
120,000 mi. / 5,000 hrs.
120,000 mi. / 5,000 hrs.
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12/17/08 10:14 AM
Big Bore Engines Comparison

International
MaxxForce 11
Mack
MP7
Volvo
VE D11
International
MaxxForce 13
Volvo
VE D13
Mercedes-Benz
MBE 4000
Mack
MP8
Detroit Diesel
Series 60
Detroit Diesel
DD15
Cummins
ISX
10.5
10.8
10.8
12.4
12.8
12.8
13
14.0
14.8
14.9
Engine
Comparisons
Displacement (liters)
Dry Weight (lbs)
2,244
2,270(B)
2,246(B)
2,244
2,519(B)
2,270
2,560(B)
2,557(A)
2970(A)
3,021
HP range
310 - 390
345 - 405
325 - 405
410 - 475
335 - 485
350 - 450
425 - 485
425 - 515
455 - 560
385 - 600
Peak Torque range (lbs. ft.)
1,250 - 1,400
1,360 - 1,560
1,250 - 1,450
1,450 - 1,700
1,350 - 1,650
1,350 - 1,650
1,540 - 1,700
1,450 - 1,650
1,550 - 1,850
1,450 - 1,850
800 RPM Torque range (lbs. ft.)
660 - 830
830 - 960
435
440
500
600
Engine Retarder Rating (HP)
280
420
420
300
435
Std 200 bhp

Opt 580 bhp
Overhaul (B50 Life)
est.1,000,000 mi
est.1,000,000 mi
est.1,000,000 mi
est.1,000,000 mi
est.1,000,000 mi
est. 850,000 mi
est.1,000,000 mi
1,000,000 mi
est. 1, 200,000 mi.
1,000,000 mi
Cylinders
Inline Six
Inline Six
Inline Six
Inline Six
Inline Six
Inline Six
Inline Six
Inline Six
Inline Six
Inline Six
Block
CGI
Gray iron
Gray iron
CGI
Gray iron
Gray iron
Gray iron
Gray iron
Gray iron
Gray iron
FEATURES
120 x 155
123 x 152
123 x 152
126 x 166
131 x 158
128 x 166
131 x 158
106 x 168
139 x 163
137 x 169
Engine Retarder
Retarder brake
PowerLeash
I-VEB Engine Brake
Retarder brake
I-VEB Engine Brake
Premium Engine Brake
PowerLeash
Jake Brake
Jake Brake
ISX IntebrakeTM
Engine Retarder Technology
compression & exhaust
compression
compression
compression
compression
compression
EGR-DPF
EGR-DPF pre 2010

SCR post 2010
EGR
Cummins MEUI
Emission Technology
EGR-DPF
Fuel System
Bosch High Pressure Common Rail
Turbo
EGR-DPF
EGR-DPF
EGR-DPF
EGR-DPF
EGR-DPF
MEUI
MEUI
Bosch High Pressure Common Rail
MEUI
Electronic Unit Pump w/

external injector lines
EGR-DPF
MEUI
DDC MEUI
Bosch Amplied High

Pressure Common Rail
Twin-Series
(non-VG)
Holset Sliding
Nozzle VGT
Sliding nozzle VGT
Twin-Series
(non-VG)
Sliding nozzle VGT
Sliding nozzle VGT
Holset Sliding
Nozzle VGT
VG
Turbocompounding - Twin
xed vane, one providing
charge boost, the other geared
to the crankshaft
Holset VG
Head
One Piece
One Piece
One Piece
One Piece
One Piece
Individual each
Camshaft
SOHC
SOHC
SOHC
SOHC
SOHC
Single in block
SOHC
SOHC
DOHC
DOHC
Valves per cylinder
Waterpump drive
belt driven
belt driven
gear driven
belt driven
gear driven
belt driven
belt driven
gear driven
belt driven
Engine Comparisons
Bore x Stroke (mm)
Engine Gear Drive Location
Rear
Rear
Rear
Rear
Rear
Rear
Rear
Front
Rear
Front
Rear PTO
Opt integ. REPTO
Opt REPTO
Opt REPTO
Opt integ. REPTO
Opt REPTO
Opt REPTO
Opt REPTO
Opt REPTO
Opt REPTO
Standard LOF Service
25,000 mi
35,000 mi
35,000 mi
25,000 mi
35,000 mi
25,000 mi
30,000 mi
30,000
50,000
25,000 mi
Oil Sump Capacity US gal (L)
11.1 (42L)
9 (34L)
9.5 (36L)
11.1 (42L)
9.5 (36L)
11 (42L)
9 (34L)
9.75 (37L)
12 (45L)
14 (53L)
Base
24 mo/ unlimited
36 mo/ 300k mi
24 mo/ 250K mi
24 mo/ unlimited
24 mo/ 250K mi
24 mo/ unlimited
36 mo/ 300k mi
24 mo/ unlimited
24 mo/ unlimited
24 mo/ 250K mi
Emissions Comp
24 mo/ unlimited
36 mo/ 300k mi
24 mo/ 250K mi
24 mo/ unlimited
24 mo/ 250K mi
24 mo/ unlimited
36 mo/ 300k mi
24 mo/ unlimited
24 mo/ unlimited
24 mo/ 250K mi
Injectors
24 mo/ 150K mi
36 mo/ 300k mi
24 mo/ 250K mi
24 mo/ 150K mi
24 mo/ 250K mi
24 mo/ 100K mi
36 mo/ 300k mi
24 mo/ 100K mi
24 mo/ 100K mi
24 mo/ 125K mi
MAINTENANCE
WARRANTY
19
12/17/08 10:14 AM
WHY WE CHOSE ADVANCED EGR...
WHY YOU SHOULD, TOO.
Its all about taking the burden off the customer.
Advanced EGR means less hassle.
With continued tightening of EPA emissions, we knew keeping our customers best interests in mind
would lead us to the right solution. First in 2004, then in 2007 and now, as we set out to meet the 2010
standards, were challenged to keep the burden of compliance as our responsibility, not place it on
those who own and operate our vehicles. Today Navistars proud to stand behind the approach weve
been developing for nearly a decade: advanced EGR.
Navistar believes that advanced EGR is the better way. Thats why were introducing Advanced EGR, our
advanced EGR technology, built into every Maxxforce Engine. Why Advanced EGR? Plain and simple.
It only requires one fuel diesel. So its business as usual for you and your maintenance staff. One fuel
is the rst of many advantages of Advanced EGR:
No new hardware to add
No new training to operate and maintain
No need to worry about the impact of extreme uid temperatures
No need to build and maintain urea storage on your site
Advanced EGR makes sense.

Next year youll have two choices when you purchase a bus: a bus that reduces emissions in the
engine cylinder (Advanced EGR), and a vehicle that reduces emissions by adding a second fuel (urea)
through an aftertreatment system (SCR). With the advanced EGR solution, operating and maintenance
requirements dont change. Compare this to the SCR solution, where changes include signicant add on
after-treatment equipment, additional attention from your drivers and new maintenance and servicing
requirements for your technicians. With SCR, the burden on you is clear, and thats why we believe
advanced EGR just makes sense.
We looked to the future.

2010 is just another step in a long road to cleaner vehicles. Therefore, we set out to develop a solution
that works for not only today, but is the right technology solution for tomorrow. And some of our
European counterparts are also following the same path, introducing EGR based systems after years
of experience with SCR. Its a sign that customers are demanding a better way.
The green factor.
Truth is, its better for the bottom line.

Handling emissions through Advanced EGR is a more economical option. The fuel costs for the two
emissions solutions are equivalent, but the real cost savings with Advanced EGR are what you dont
have to plan for: driver and maintainer training, after-treatment maintenance and downtime risk
associated with urea. Simply stated, when you choose Advanced EGR from Navistar, youre sticking
with the bottom line you already know.
Theres no doubt Advanced EGR is the right choice.

And thats something we are certain of, because even after endless hours of design, engineering and
development Advanced EGR still makes sense. The only question now is how will you comply in 2010?
Will you put the burden on you, your technicians and staff? Or will you make the choice and go with
the only bus manufacturer that requires you to do absolutely nothing? Advanced EGR from Navistar. It
just makes sense.
2010 compliance centers on vehicle emissions, and there are two ways to get there. Which approach is
truly greener? Both advanced EGR and SCR comply with emissions standards, but the carbon footprint
of each should be considered as well. Think about all the necessary energy required for the production,
distribution, infrastructure, and the manufacturing for a solution that requires a new second fuel versus
advanced EGR, which requires no fueling changes whatsoever. With this in mind, the green factor just
added more support to our decision.
Specications, descriptions and illustrative material in this literature are as accurate as known at time of publication, but are subject to change without notice. Illustrations may include optional equipment and accessories and may include all standard equipment. International, the International Diamond logo, International ProStar, WorkStar, TranStar, Acteon, Sprint and MaxxForce International Diesel
Power and the MaxxForce logo are registered trademarks of Navistar, Inc. or its subsidiaries. Caterpillar, CAT, Freightliner, Detroit Diesel, Cummins, Mercedes-Benz, Volvo, Mack, Peterbilt, Kenworth, Toyota Hino, Duramax, Scania and MAN are registered trademarks or their respective corporations. AdBlue, ISB, ISC, ISM, PX-6 and PX-8 are product trademarks of their respective corporations.
Produced and Printed the U.S.A. by Navistar Engine Group
2008 Navistar, Inc., Warrenville, IL 60555
CGE 631 1.5M
12/17/08 10:14 AM

Advanced EGR 2010 Emission Compliant

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Advanced EGR 2010 Emission Compliant

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ADVANCED EGR

2010 Emission Compliant

The atmosphere is 78% Nitrogen. High combustion

Particulate Matter (g/bhp-hr)

How can we control NOx emissions? Either by adding

In 2010 NOx emissions must be reduced from 1.2 g/bhp-hr

We have been able to meet the

EPA regulations in the US are also

EPA Regulations & Stamdards

EPA vs. Euro Standards

2007 NOx Level

Charge Air Cooler

NH3 Slip Cat

s The engine includes an EGR

s The end result of this process is

2007 NOx Level

Navistars 2010 compliant

All About Urea

Urea begins to emit

The mix of urea used for

Urea + Deionized water = DEF

Above 85 F, the storage life of urea decreases rapidly.

Contamination, Temperature and Storage Concerns

Urea is corrosive to aluminum, so it must be stored

All About Urea

Urea is made from natural gas,

AdBlue warning from Mercedes owners manual.

How Much Does it Cost?

The price of AdBlue (European brand of urea)

$17.76 plus tax

Urea Tank; Power Supply;

Urea Injector Supply

Additional parts, components and

Battery Box &

Added SCR Hardware

Urea weighs 9.1 pounds per

EPA Requirements for SCR Systems

Urea Solution lamp added to already

With a low urea level,

Next, the engine

Finally, when the

Without Urea, the Vehicle WILL NOT RUN

SCR Hardware & EPA Requirements

Although not nal, EPA vehicle

The Advanced EGR Solution

Extra Exhaust Hardware

How will MaxxForce and Navistar meet the new emissions

Advanced Fuel Injection Technology

Proprietary Combustion Bowl Design

Our next-generation fuel injection systems are capable of delivering

Our redesigned combustion bowl combines with the higher fuel

Main Injection Event

Additional Driver Training

requirements without all the added weight and complexity of SCR?

Advanced Air Management

Electronic Calibration Strategies

Advanced EGR utilizes dual turbochargers: the rst to provide additional

Engine controllers previously utilized pre-programmed lookup table

The advanced EGR system on a

The Advanced EGR Solution

Other Manufacturers Strategies

Caterpillar has announced that they are exiting

In addition to DAF engines from Europe that

Freightliner / Detroit Diesel