Brochure Emissions Technology John Deere

Clean air, fuel efficiency, and engine performance

Emissions TechnologyNonroad Diesel Engines

2

Emissions technology

3

CONTENTSEnvironmental responsibility ...................4

Biodiesel................................................. 5

Nonroad focus.........................................6

Understanding emissions regulations ......8

Emissions technologies .........................10

Interim Tier 4/Stage III B engines ........... 14

Final Tier 4/Stage IV engines ..................16

Aftertreatment operation and maintenance ................................18

Frequently asked questions ...................20

Summary .............................................. 22

Industry acronyms ................................ 22

John Deere takes a unified approach to clean air, fluid efficiency, and engine performance. In this brochure, you’ll learn about past, present, and future emissions regulations for nonroad engines — the technology options to meet them, and how we are meeting these emissions requirements while maximizing engine performance, reliability, and fluid efficiency.

More than emissionsReducing emissions requires a combination of proven technologies, some new ideas, and a keen understanding of the unique demands of nonroad applications. John Deere engineers look at meeting engine emissions regulations as an opportunity to advance new technologies that improve fluid economy and enhance engine performance attributes such as power bulge, peak torque, low-speed torque, and transient response time.

Nonroad integrationIt takes more than engine expertise to meet emissions regulations. It depends on the successful integration of the entire powertrain. John Deere works closely with original equipment manufacturers (OEMs) to apply emissions solutions in a multitude of nonroad applications. We can help integrate your entire system from the engine to the electronic controls and drivetrain components, including pump drives, powershift transmissions, HMD transmissions, planetary drives, and inboard planetary axles. We bring a wealth of nonroad experience in integration through our engine, electronic control, and drivetrain component divisions.

Introduction

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A long history of environmental responsibilityJohn Deere takes its responsibility to the environment very seriously. We have been working on reducing engine emissions since 1967, when John Deere first installed emissions testing equipment — years before governments recognized the need for emissions regulations. John Deere also actively worked with industry partners such as the Engine Manufacturers Association (EMA), the European Association of Internal Combustion Engine Manufacturers (EUROMOT), and regulatory agencies worldwide to advance environmental initiatives.

In our efforts to reduce engine emissions and fuel consumption, John Deere engineers employ a global network of technical resources. Today, we utilize the latest technology for lowering nitrogen oxides (NOx), particulate matter (PM), carbon monoxide (CO), hydrocarbons (HC), and carbon dioxide (CO2) emissions.

These efforts result in engines that meet or surpass nonroad emissions regulations for the U.S. Environmental Protection Agency (EPA), California Air Resources Board (CARB), the European Union (EU), and other regulated regions. We launched many of our previous engines ahead of EPA and EU deadlines, and are doing the same for Final Tier 4/Stage IV engines. And we are accomplishing it while improving engine performance, maximizing fluid efficiency, and increasing power output.

Lowering emissions The nonroad industry has made significant gains in its efforts to reduce emissions and improve performance. Currently, less than 0.3 percent of nonroad engine exhaust contains emissions pollutants like NOx, CO, HC, and PM. The rest (99.7 percent) of engine exhaust is made up of natural elements in the air like nitrogen (N2), oxygen (O2), and water vapor (H2O).

Environmental responsibility


John Deere meets emissions regulations.In 1996, John Deere launched a new breed of engines, called PowerTech™, to meet Tier 1/Stage I emissions regulations. We built on this nonroad engine platform to meet emissions regulations for Tier 2/Stage II in 2001, Tier 3/Stage III A in 2006, and Interim Tier 4/Stage III B in 2008. In the years to come, John Deere will continue to use this platform for Final Tier 4/Stage IV solutions.

Biodiesel fuel is produced from renewable raw materials, such as rapeseeds in Europe.

0.3% Regulated emissionsNOx – Nitrogen oxides, which react in the atmosphere

with hydrocarbons to form particulate matterCO – Carbon monoxide, a product of incomplete combustionSOx – Oxides of sulfur, which contribute to acid rainHC – Hydrocarbons, another product of incomplete

combustionPM – Particulate matter, a non-gaseous product of

combustion and atmospheric reactions

99.7% Products of complete combustionN2 – NitrogenO2 – OxygenCO2 – Carbon dioxideH2O – Water

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Using biodiesel fuel in John Deere enginesBiodiesel is an alternative fuel made from a variety of agricultural resources such as soybeans or rapeseeds. As a renewable, domestic energy source, biodiesel can help reduce dependence on petroleum imports. Biodiesel is also nontoxic, biodegradable, and suitable for sensitive environments.

Besides its environmental and energy-security benefits, quality biodiesel results in improved lubricity, minimal sulfur emissions, and reduced aromatics. Biodiesel has a high cetane content for faster ignition. It also produces less visible smoke and lowers the amount of particulate matter, hydrocarbons, carbon monoxide, and life-cycle carbon dioxide emissions produced by an engine.

John Deere engines operate efficiently with ultra-low sulfur diesel as well as biodiesel blends, providing optimal performance and fuel-choice flexibility. Those considering the use of biodiesel should educate themselves on the benefits and requirements of using biodiesel fuel. For more information, consult your engine operators manual, your local John Deere engine distributor or equipment dealer, or visit JohnDeere.com/biodiesel.

Much of the biodiesel produced in the U.S. comes from soybeans. BQ-9000 is a National Biodiesel Accreditation Program for the certification of producers and marketers of biodiesel fuel in the U.S. and Canada.

6

John Deere knows nonroad applicationsIn the working world, John Deere nonroad engines power thousands of applications — many of them in not-so-nice conditions such as dusty fields, rugged construction sites, and extreme hot and cold. Think of any harsh location and a John Deere engine is probably working there. As a leader in nonroad engines, John Deere is uniquely positioned to provide technologies that meet the demands of these applications.

How does John Deere do it? We take proven, effective technologies and add innovations specifically suited to nonroad applications. Because much of the technology is well established, John Deere can focus on adding value such as better fluid economy and greater engine performance.

Nonroad focus

John Deere nonroad firsts

– First turbocharger introduced on a 6404 engine with the John Deere 4520 tractor (1969).

– First to use air-to-water aftercooling (1971).

– First to use air-to-air aftercooling (1988).

– First to use electronic engine controls (1988).

– First to use the variable geometry turbocharger (VGT) (2005).

– First to use cooled exhaust gas recirculation (EGR) (2005).


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Many machines for many jobs — the unique challenges of nonroad applicationsEmissions regulating authorities recognize that bringing nonroad applications into compliance poses many unique challenges.

– Nonroad diesel-powered equipment is used –– in a wide variety of applications within the industrial, agricultural, construction, forestry, mining, power generation, and marine markets.

– Unlike other categories of mobile engines, the nonroad diesel category applies to a broad range of engine sizes, types of equipment, and power ratings.

– Varying equipment sizes and configurations create packaging and engine envelope opportunities.

– More difficult to apply air-to-air aftercooling.

– Most companies involved in the nonroad diesel industry are not “vertically integrated” — they do not produce both engines and equipment.

– Over 650,000 pieces of nonroad diesel equipment are sold in the United States each year. There are about 6 million machines currently in use. According to the EPA, the entire fleet of diesel engines is expected to be transitioned to clean diesel emission requirements by 2030.

John Deere Power Systems (JDPS) manufactures 30 to 448 kW (40 to 600 hp) industrial diesel engines for a variety of nonroad applications. In addition to engines, John Deere also manufactures heavy-duty drivetrain components such as powershift transmissions, hydrostatic motor-driven (HMD) transmissions, axles, planetary drives, and pump drives used in nonroad applications.

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Understanding emissions regulations


EPA and EU nonroad emissions regulations: 37 – 560 kW (50 – 750 hp)

Emissions reductions:

– Tier 3/Stage III A emissions regulations required a 40 percent reduction in NOx compared to Tier 2/Stage II.

– Interim Tier 4/Stage III B regulations require a 90 percent reduction in PM along with a 50 percent drop in NOx compared to Tier 3/Stage III A.

– Interim Tier 4/Stage III B and Final Tier 4/Stage IV must pass additional emissions tests including the steady-state 8-mode test (ISO 8178) and the rigorous nonroad transient cycle (NRTC) test.

– Final Tier 4/Stage IV regulations, which will be fully implemented by 2015, will maintain levels of PM and require an approximate 80 percent reduction in NOx compared to Interim Tier 4/Stage III B.

Environmental regulatory agencies focus on four types of engine emissions: carbon monoxide, hydrocarbons, nitrogen oxides, and particulate matter. As more focus is placed on health and environmental issues, governmental agencies throughout the world are enacting more stringent laws to reduce these emissions.

Because so many diesel engines are used in trucks, the U.S. Environmental Protection Agency and its counterparts in Europe and Japan first focused on setting emissions regulations for the on-road market. While the worldwide regulation of nonroad diesel equipment came later, the pace of cleanup and rate of improvement have been more aggressive for nonroad equipment than for on-road engines.

The first regulations for new nonroad diesel engines over 37 kW (50 hp) began in 1996. Since then, several tiers and stages of tightening regulations have been phased in. Final Tier 4/Stage IV emissions regulations will be implemented by 2015. See the chart below for detailed dates and emissions levels for the EPA and EU regulations.

Engines designed for EPA and EU emissions regulations may not meet lower particulate matter requirements in Japan and may impact a manufacturer’s ability to sell common products in the Japanese market. For any other country-specific request, feel free to contact John Deere.

Final Tier 4/Stage IV2012 – 2015

NOx (g/kWh)0 2 4 6 8 10

.8

.6

.4

.2

.0

PM (g

/kW

h)

Interim Tier 4/Stage III B2008 – 2013

Tier 3/Stage III A2006 – 2008

Tier 2/Stage II2001 – 2004

Tier 1/Stage I1996 – 1999

NOx (g/kWh)NOx + HC (g/kWh)NOx + HC (g/kWh)NOx (g/kWh)0 2 4 6 8 100 2 4 6 8 100 2 4 6 8 100 2 4 6 8 10

.8

.6

.4

.2

.0

.8

.6

.4

.2

.0

.8

.6

.4

.2

.0

.8

.6

.4

.2

.0

37 – 55 kW (50 – 74 hp)LEGEND: 56 – 74 kW (75 – 99 hp) 75 – 129 kW (100 – 173 hp) 130 – 560 kW (174 – 750 hp)

-50%

-90%

-20% -40% -50% -80%

*October 1, 2014

kW hp 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015

0 - 7 0 - 10 Not regulated in EU

8 - 18 11 - 24 Not regulated in EU

19 - 36 25 - 498.01.5

0.807.5

0.60

37 - 55 50 - 747.01.3

0.404.7

0.404.7

0.025

56 - 74 75 - 997.01.3

0.404.7

0.403.3

0.190.025

0.40 *

0.190.025

75 - 129 100 - 1746.01.0

0.304.0

0.303.3

0.190.025

0.40 *

0.190.025

130 - 559 175 - 7496.01.0

0.204.0

0.202.0

0.190.025

0.400.19

0.025

≥ 560 ≥ 750 Not regulated in EU

EU nonroad emissions regulations

2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015

EPA 5000 ppm 500 ppm 15 ppm

EU 2000 ppm 1000 ppm 10 ppm

Fuel sulfur regulations

New emissions regulations take effect January 1 of the year indicated by color change unless otherwise noted.

EPA Tier 1 Tier 2 Tier 3 Interim Tier 4 Final Tier 4

EU Stage I Stage II Stage III A Stage III B Stage IV

Legend

2.0, the maximum amount of nitrogen oxides (NOx) allowed in g/kWh.0.19, the maximum amount of nonmethane hydrocarbons (NMHC) allowed in g/kWh.0.025, the maximum amount of particulate matter (PM) allowed in g/kWh.7.5, the maximum amount of NMHC + NOx allowed in g/kWh.0.80, the maximum amount of PM allowed in g/kWh.

NOxNMHC

PM

2.00.19

0.025

NMHC + NOxPM

7.50.80

Examples

9

kW hp 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015

0 - 7 0 - 10 7.50.80

7.50.40

8 - 18 11 - 24 7.50.80

7.50.40

19 - 36 25 - 49 7.50.60

7.50.30

4.70.03

37 - 55 50 - 74 7.50.40

4.70.30 Option 1* 4.7

0.03

4.70.40 Option 2* 4.7

0.03

56 - 74 75 - 99 7.50.40

4.70.40

3.40.190.02

0.400.190.02

75 - 129 100 - 174 6.60.30

4.00.30

3.40.190.02

0.400.190.02

130 - 224 175 - 299 6.6 0.20

4.00.20

2.00.190.02

0.400.190.02

225 - 449 300 - 599 6.40.20

450 - 559 600 - 749 6.4 0.20

≥ 560 ≥ 750 6.40.20

3.50.190.10

3.50.190.04

EPA nonroad emissions regulations

* In the 50 to 74 horsepower category there are two options. Option 1 requires a reduced PM level (.30 vs .40) but allows Final Tier 4 to be delayed one year (2013)NOTE: The vertical dashed lines separating the years show when the seven-year life of the Tier 2/3 Equipment Flexibility Provision ends and engines can no longer be placed in vehicle production.

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John Deere has shown that you can reduce engine emissions without sacrificing performance. We’ve combined innovative engine design and new technology to improve fuel economy and performance while meeting emissions regulations.

Technologies for reducing emissions include:

– Air-to-air aftercooling

– Exhaust gas recirculation

– Turbocharging

– Fuel injection systems

– In-cylinder solutions

– Exhaust filters

– Full authority electronic controls

Air-to-air aftercoolingKeeping air intake temperatures as low as possible controls NOx. John Deere leads the industry in applying air-to-air cooling to nonroad applications. This technology has been used on John Deere engines for over 20 years. Air-to-air aftercooling not only reduces NOx, it improves engine durability and increases low-speed torque and power density. It is the most efficient method of cooling intake air to help reduce engine emissions while maintaining low-speed torque, transient response time, and peak torque. Air-to-air aftercooling enables an engine to meet emissions regulations with better fuel economy and lower installed costs.

Emissions technologies


Cooled exhaust gas recirculation (EGR)

Exhaust gas recirculation (EGR)The lower an engine’s peak combustion temperature, the less the amount of NOx created. EGR is an effective method of reducing peak combustion temperature, thereby reducing NOx. The concept is simple. During certain conditions of engine operation, the EGR valve opens and controlled amounts of exhaust gas are routed back into the intake manifold and mixed with the incoming fresh air. Since this process removes some oxygen from the air, the exhaust temperatures in the combustion process are lowered and the levels of NOx are reduced.

Cooled EGR, as used in John Deere engines, increases the effectiveness of NOx reduction, while enhancing engine efficiency and power density (similar to air-to-air aftercooling).

Series turbochargers

Engine control unit (ECU)

4-valve cylinder head

PowerTech PSS 9.0LFinal Tier 4/Stage IV engine

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TurbochargingFixed geometry turbocharger

Fixed geometry turbochargers are sized for a specific power range and optimized to provide excellent performance across the entire torque curve. They are also designed to maximize fuel economy between the engine’s rated speed and peak torque.

Wastegated turbocharger

Wastegated turbochargers are designed to develop more airflow at lower engine speeds to improve low-speed torque. The wastegate control device unloads a portion of the exhaust flow at higher engine speeds. Wastegated turbos deliver improved transient response and higher peak torque without compromising engine envelope size. They also provide the lowest installed cost across a given power range.

Variable geometry turbocharger (VGT)

The VGT tailors the amount of cooled recirculated exhaust gas that mixes with the fresh air. This tailoring is accomplished by the engine control unit (ECU), which changes the pitch of the VGT vanes in order to maximize power and efficiency. The amount of cooled EGR required is determined by load and engine speed. When exhaust flow is low, the vanes are partially closed. This partial closure increases the pressure against the turbine blades, making the turbine spin faster and generate more boost.

The VGT minimizes the impact on engine envelope size and ensures excellent performance across the entire operating range of the engine, including transient response and fuel economy. It is also a highly effective approach in meeting current emissions regulations and allows a wider power range using common engine performance hardware — reducing the number of engine configurations for OEM customers and distributors.


Series turbocharging is an effective means for supplying the required intake air pressure. In series turbocharging, fresh air is drawn into the low-pressure turbocharger, where air pressure is boosted. This pressurized or boosted air is then drawn into the high-pressure turbocharger, where air intake pressure is further raised. The high-pressure air is then routed to an air-to-air cooler, where the air is cooled and then routed to the engine’s intake manifold. By splitting the compression of the air between two turbochargers, both can operate at peak efficiency and at slower rotating speeds. This lowers stress on turbocharger components and improves reliability. Series turbocharging also delivers higher power density, improved low-speed torque, and improved high altitude operation.

High-pressure turbocharger Low-pressure turbocharger



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Emissions technologies

Fuel injection systemsHigh-pressure common-rail (HPCR) fuel injection system

The high-pressure common-rail fuel system provides constant control over fuel injection variables such as pressure, timing, duration, and multiple injections. Delivering higher injection pressures results in more efficient combustion.

Electronic unit injector (EUI)

For the larger size engines, the EUI fuel injection system is used to increase fuel pressure for more efficient combustion. This helps reduce PM.

Mechanical fuel system

For smaller engines, John Deere has been able to meet emissions regulations by making improvements to the mechanical fuel system. Newer mechanical fuel systems are able to generate higher injection pressures for more efficient combustion.

In-cylinder solutionsCombustion bowl and piston ring design

Particulate emissions have been reduced on John Deere engines by increasing injection pressure and improving the shape of the combustion bowl located at the top of the piston. A reduced lip radius on the re-entrant bowl piston increases turbulence and air fuel mixing, helping burn all available fuel during combustion.

Oil control strategies

The addition of valve guide seals limits particulates by reducing oil consumption. Directed top-liner cooling reduces oil consumption and enhances combustion efficiency by reducing wear in the top ring turnaround area and improving piston ring performance.

Premixed compression ignition (PCI)

In traditional diesel combustion, the burning occurs in the rich regions of the spray resulting in high temperatures and high NOx. With premixed compression ignition (PCI), multiple fuel injections lower combustion temperatures. This technique reduces NOx without using exhaust gas recirculation.


HPCR fuel injection system

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Exhaust filtersSome John Deere engines utilize a catalyzed exhaust filter that contains a diesel oxidation catalyst (DOC) and a diesel particulate filter (DPF). The DOC reacts with exhaust gases to reduce carbon monoxide, hydrocarbons, and some particulate matter (PM). The downstream DPF traps and holds the remaining PM. Trapped particles are oxidized within the DPF through a continuous cleaning process, sometimes referred to as regeneration.

Selective catalytic reduction (SCR)SCR reduces NOx emissions downstream of the engine. This technology utilizes a urea-based additive, sometimes referred to as diesel exhaust fluid (DEF). The ammonia in the urea mixes with engine exhaust gases in the SCR catalyst to reduce NOx — converting it to nitrogen and water vapor.

Full authority electronic controlsAnother key component in emissions reduction is the ECU. This electronic brain uses signal inputs from sensors and pre-programmed performance modeling to control critical engine functions such as fuel quantity, injection timing, air-to-fuel ratio, multiple fuel injections, amount of cooled EGR, and a host of other control parameters to deliver peak fuel economy and engine performance. For Interim Tier 4/Stage III B and Final Tier 4/Stage IV, the same ECU also monitors and controls the entire John Deere Integrated Emissions Control system. The single ECU system simplifies integration and application.

SCR catalyst

Ammonia oxidation catalyst

Diesel oxidation catalyst (DOC)

Diesel particulate filter (DPF)

PowerTech PWX63 – 91 kW (85 – 122 hp)

Tried-and-true performanceEquipment owners who want straightforward, cost-effective power rely on PowerTech PWX 4.5L engines. These compact engines blend proven cooled EGR technology with simple and reliable wastegated turbocharging to maintain transient response and peak torque in all operating conditions. Their 4-valve cylinder heads also provide excellent airflow for greater low-speed torque. Multiple rated speeds let you fine-tune your engine selection to reduce noise and increase fuel economy.

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Meeting Interim Tier 4/Stage III B emissions regulations

PowerTech PWX technology

DOCExhaust

Out Filter

Fresh Air

Compressed Air From Turbocharger

EGR ValveExhaust

EGR Cooler

WGT

Air-

to-a

ir C

oole

rExhaust Throttle

Valve

The right solution for Interim Tier 4/Stage III B and beyondJohn Deere engines 56 kW (75 hp) and above will use our proven PowerTech Plus engine technologies, which include cooled exhaust gas recirculation (EGR) with the addition of an exhaust filter. The lineup will continue to include 4.5L, 6.8L, 9.0L, and 13.5L in-line, 4- and 6-cylinder engines.

Some John Deere engines below 56 kW (75 hp) meet Interim Tier 4 and Stage III A emissions regulations without the use of cooled EGR or an exhaust filter.

By choosing EGR first for our Tier 3/Stage III A solution, John Deere proved we could meet Interim Tier 4/Stage III B emissions regulations for off-highway equipment with diesel engines using a simple single-fluid solution. Our Interim Tier 4/Stage III B approach continues to use cooled EGR for NOx reduction and adds an integrated exhaust filter for particulate matter (PM) reduction. It is simple to install, operate, and maintain while delivering the power, fluid efficiency, reliability, and low cost of ownership you’ve come to expect from John Deere.

Cooled EGR is a proven technology – Doesn’t require extra fluids that add cost and inconvenience

– Similar operational and maintenance procedures compared to previous John Deere engines

– Technicians already understand how to service cooled EGR-based engines

Integrated exhaust filters are easy to maintain – John Deere exhaust filters are designed to meet the demands of rugged off-highway applications

– Trapped PM is oxidized within the exhaust filter through a self-activating cleaning process

– In most cases, the cleaning process does not have an impact on machine operation or require operator involvement

– Exhaust filter replaces the muffler in most applications


PowerTech PSX168 – 448 kW (225 – 600 hp)

Rugged performance and responsivenessFor off-highway applications where you need maximum transient response and low-speed torque, a PowerTech PSX 6.8L, 9.0L, or 13.5L engine is exactly what you need. Along with proven cooled EGR technology, all three displacements feature series turbochargers that improve performance and responsiveness.

PowerTech PVX93 – 224 kW (125 – 300 hp)

Improved performance and efficiencyWhen you need unparalleled performance, PowerTech PVX 4.5L, 6.8L or 9.0L engines are the perfect fit for your application. These displacements utilize our proven cooled EGR technology with variable geometry turbocharging (VGT) to optimize performance and combustion efficiency, reduce emissions, and improve fluid economy.

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PowerTech PVX technology

PowerTech PSX technology

DOCExhaust

Out DPF

Fresh Air


Exhaust

EGR Cooler

VGTInjector*

Air-

to-a

ir C

oole

r

Intake Throttle

Valve

EGR Valve

* For engines 130 kW (174 hp) and greater.

DOCExhaust

Out DPF

Fresh Air

Compressed Air From Turbochargers

Intake Throttle

Valve

EGR Valve

VGT

Fixed

Exhaust

EGR Cooler

Air-

to-a

ir C

oole

r

Injector

16

The right technology for maximum performanceJohn Deere PowerTech Final Tier 4/Stage IV engines, 56 kW (75 hp) and above, are built on a proven platform of emissions control technologies including cooled exhaust gas recirculation (EGR), exhaust filters, and selective catalytic reduction (SCR).

You can count on John Deere engines to deliver reliable power day in and day out, year after year, and in the toughest off-highway working conditions. John Deere Final Tier 4/Stage IV engines maintain power

Meeting Final Tier 4/Stage IV emissions regulations

density, torque, and transient response. It all adds up to more productivity, uptime, and value for your machines.

Integrated Emissions Control system – Optimized solution utilizing the right combination of emissions-reduction

components to maximize performance while meeting regulations

– Specifically designed to meet the rigorous demands of off-highway applications


PowerTech PWL Final Tier 4 technology

PowerTech EWX Final Tier 4 technology

PowerTech EWX engines meet Final Tier 4 and Stage III B regulations

PowerTech EWX36 – 55 kW (48 – 74 hp)

Forthright performance and reliabilityOur straightforward PowerTech EWX 2.9L and 4.5L engines have 2-valve cylinder heads, high-pressure common-rail fuel systems, full authority electronic controls, and proven exhaust filters. These compact, cost-effective engines blend advanced emissions control technologies with simple wastegated turbocharging to maintain transient response and peak torque in all operating conditions.

To learn more about Tier 4 technologies and to take an animated tour of a John Deere engine, visit JohnDeere.com/tier4

Exhaust

Compressed Air From Turbocharger Air-

to-a

ir C

oole

r

DOCDPF

P SensorTemperature Sensors

Exhaust Throttle

Valve

Fresh Air WGT

Exha

ust

Exhau

st

Header Assembly with Level and

Temperature Sensor

DEF

Line

Engi

ne C

oola

nt L

ines

DEF Tank

DEF Supply Module

and Filter

NOx Sensor

DOC

Temperature Sensors

Temperature Sensor

SCRAOC

DEF InjectorNOx Sensor

Mixer


EGR Valve

EGR Cooler

Air-

to-a

ir C

oole

r

ECU

Fresh Air WGT

Exhaust Throttle

Valve

PowerTech PWL63 – 104 kW (85 – 140 hp)

Uncompromising power for any jobOur PowerTech PWL 4.5L engines deliver impressive power in a compact package. They combine advanced combustion technologies, enhanced engine calibration, and simple wastegated turbocharging to meet PM levels without a filter. Pairing our proven PowerTech Plus technology with a DOC and an optimized SCR system, these engines offer a compact power solution.

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PowerTech PVS Final Tier 4 technology

PowerTech PSS Final Tier 4 technology

PowerTech PSS 9.0L and 13.5L engine configuration shown.

PowerTech PSS93 – 448 kW (125 – 600 hp)

Ultimate performance and responsivenessFor ultimate performance in off-highway applications, PowerTech PSS 4.5L, 6.8L, 9.0L, or 13.5L engines can do almost any job. They can handle steep grades at high altitudes and deliver maximum transient response and low-speed torque. Along with proven PowerTech Plus technology and an optimized SCR system designed specifically for off-highway applications, all displacements feature series turbochargers that improve performance and responsiveness.

PowerTech PVS104 – 187 kW (140 – 250 hp)

A step up in power and fluid economyPowerTech PVS 6.8L engines provide reliable power for a wide range of applications. They utilize our proven PowerTech Plus technology with variable geometry turbocharging (VGT) and an optimized SCR system to improve combustion efficiency, reduce emissions, enhance performance, and improve fluid economy.

Exha

ust

Exhau

st

Intake Throttle Valve


EGR Valve

EGR Cooler

Air-

to-a

ir C

oole

r

ECU


Temperature Sensor

DEF

Line

Engi

ne C

oola

nt L

ines

DEF Tank

DEF Supply Module

and Filter

Fresh Air VGT

NOx Sensor

DOC DPF


Temperature Sensors

SCRAOC


Mixer

Exha

ust

Intake Throttle Valve

Fresh Air

Compressed Air From Turbochargers

EGR ValveVGT

Fixed

EGR Cooler

Air-

to-a

ir C

oole

r

Dosing Injector

ECU

DEF Tank


Temperature Sensor

DEF Supply Module

and Filter

DEF

Line

Engi

ne C

oola

nt L

ines

Temperature Sensors

SCRAOC


Mixer

NOx Sensor

DOC DPF



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Aftertreatment operation and maintenance

Final Tier 4/Stage IVWe are focused on adding the right technologies at the right time to maximize engine performance and fluid economy while minimizing impact on the operator. This smart approach to meeting emissions regulations doesn’t compromise on power, reliability, or ease of operation.

John Deere is continuously developing and testing the technologies it uses in its Integrated Emissions Control system. We are constantly evaluating emerging technologies for their effectiveness and for their ability to provide reliable and durable products in off-highway applications. As with engine configurations that meet previous emissions tiers, we’ll continue to tailor our Final Tier 4 engine solutions to fit the variety of off-highway applications while not increasing the emission compliance burden on our customers.

Convenient exhaust filter cleaningThe John Deere exhaust filter is integrated into the engine design and electronics to provide a seamless operator experience. The engine control unit (ECU) and exhaust temperature management (ETM) system work together to continuously regenerate, or clean, the exhaust filter. In most cases, filter cleaning does not impact machine operation or require operator involvement. Higher pressures created by our Final Tier 4/Stage IV high-pressure fuel system will extend intervals between automatic cleanings, while helping achieve emissions compliance.

Natural cleaning. John Deere engines and exhaust filter components are designed for uninterrupted operation using a natural cleaning process sometimes referred to as passive regeneration. It occurs during normal engine operating conditions, which is the most fuel-efficient way to clean.

Automatic cleaning. If natural filter cleaning cannot be achieved, then PM must be removed using an automatic cleaning process, sometimes referred to as active regeneration. This requires injecting fuel in the exhaust stream and elevating exhaust temperatures to clean the filter. Remember, automatic cleaning only occurs when natural cleaning is not possible based on temperature, load, and speed. It serves as a backup system.

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Optimized SCR systemOur SCR system for Final Tier 4/Stage IV has been optimized for efficient operation in off-highway applications. It requires lower dosing rates of DEF, which means smaller tanks and easier integration into equipment for OEMs, and lower operating costs and fewer fill-ups for operators.

A single ECU controls the engine and entire Integrated Emissions Control system. Compared to its predecessor, the ECU features increased RAM, processing speed and program memory — allowing for advanced management of the Final Tier 4/Stage IV emissions control systems. The ECU even gives you premium software options to configure external sensors, driver outputs, throttle stations, and other equipment parameters — reducing engineering expense and eliminating the need for some equipment controllers.

Engine oils and diesel fuelsEngine oil type and diesel fuel have always played a role in emissions. But products used and technologies needed to meet Interim Tier 4/Stage III B and Final Tier 4/Stage IV emissions regulations make them even more important.

With the introduction of exhaust filters, the type of engine oil used can have a significant impact on the proper functioning and ash service life of these devices. Ash, a byproduct of inorganic solids, will collect in the exhaust filter over time as a result of the combustion process. The use of oils meeting API CJ-4 and ACEA E9 standards, both with reduced trace metals content, are required in order to reduce ash accumulation and increase exhaust filter service life. John Deere has developed engine oils that are formulated to ensure optimum running performance and longevity of Interim Tier 4/Stage III B and Final Tier 4/Stage IV engines. John Deere engine oils are 100 percent backward compatible and suitable for engines with and without emissions control devices. It is important to always follow the manufacturer’s oil-type and service-interval recommendations.

Similar to oils, the type of diesel fuel used can also have a significant impact on emission control devices. Sulfur content levels of typical off-highway diesel fuels vary geographically — ranging from > 5000 parts per million (ppm) to 10 ppm. The use of exhaust filters on Interim Tier 4/Stage III B and Final Tier 4/Stage IV engines will require using diesel fuel with a sulfur content of less than 15 ppm (ultra-low sulfur diesel or ULSD). Using diesel fuels with a higher sulfur content (greater than 15 ppm) can damage the exhaust filter or catalyst, creating the need for an increased number of regenerations and leading to early replacement of the exhaust filter. See page 9 for fuel sulfur regulations.

Frequently asked questions

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catalyst (DOC) and a diesel particulate filter (DPF), downstream of the engine to reduce the PM emission levels. This reduces the NOx created in the engine and thus requires less DEF to treat NOx. The result is improved total fluid economy, which takes into account diesel fuel and DEF.

John Deere engines are also designed to deliver the highest level of performance in a wide variety of applications to meet customer expectations around the globe. To achieve the most stringent emissions levels mandated in certain parts of the world and to maintain engine performance levels that meet or exceed those of Interim Tier 4/Stage III B, John Deere will continue to utilize its proven exhaust filter technology adopted for Interim Tier 4/Stage III B along with the cooled EGR and SCR technologies.

Will exhaust filter regeneration intervals remain the same for Final Tier 4/Stage IV?

John Deere expects to see longer intervals between exhaust filter regenerations with Final Tier 4/Stage IV. In general, the SCR technology and more efficient high-pressure fuel delivery systems with Final Tier 4/Stage IV engines will reduce particulate matter out of an engine and, as a result, increase the time between any exhaust filter regeneration.

What is regeneration?

The exhaust filter is integrated into the engine design to provide a simple and reliable solution for reducing particulate matter (PM). A single engine control unit (ECU) manages both the engine and exhaust filter, via an exhaust temperature management (ETM) system, to regenerate (clean) the exhaust filter when sufficient heat cannot be generated to passively clean the filter.

Passive regeneration — John Deere engines and exhaust filter components are designed for uninterrupted operation using passive regeneration, a natural cleaning process where engine exhaust temperatures are sufficient enough to oxidize the PM trapped in the exhaust filter. The process occurs during normal engine operating conditions, which is the most fuel-efficient way to clean. Passive regeneration does not impact machine operation or require operator involvement.

Active regeneration — If conditions (temperature, speed, and load) for passive regeneration cannot be achieved, then PM must be removed using active regeneration, an automatic cleaning process. For a short duration, this requires injecting a small quantity of fuel in the exhaust stream and elevating exhaust temperatures to clean the filter. Remember, active regeneration cleaning occurs only when passive regeneration is not possible based on temperature, load, and speed. It serves as a backup system. In most cases, active regeneration does not impact machine operation or require operator involvement.

Parked or stationary regeneration may be necessary if active regeneration is overridden by the operator, or in rare instances when the engine does not reach normal operating temperatures because of lighter loads, reduced speeds, or cool ambient conditions for extended periods of time.

What is the John Deere Integrated Emissions Control system?

To meet increasingly stringent emissions regulations, John Deere has followed a “building block” approach in which it has systematically adopted technologies to meet each regulatory Tier. Depending upon the power level and engine platform, the John Deere Integrated Emissions Control system encompasses different combinations of aftertreatment and emissions reduction components. John Deere will continue to tailor its Integrated Emissions Control system configurations to fit a variety of off-highway applications. These tailored configurations will provide an optimized solution that delivers emissions compliance without sacrificing power, performance, fluid efficiency, reliability, durability or economical operating cost.

Why is John Deere implementing selective catalytic reduction (SCR) for Final Tier 4/Stage IV?

Until facing the more stringent emission levels for nitrogen oxides (NOx) required by Final Tier 4/Stage IV, John Deere has been able to achieve the mandated NOx levels with its cooled exhaust gas recirculation (EGR) technology and a single fluid, diesel fuel. With the additional 80 percent reduction in NOx required for Final Tier 4/Stage IV, John Deere will continue to utilize its proven cooled EGR technology but will combine this with SCR technology to achieve the more stringent Final Tier 4/Stage IV NOx emission levels.

Is John Deere abandoning cooled EGR technology developed for Interim Tier 4/Stage III B?

John Deere will continue to utilize the field-proven cooled EGR technology developed for Tier 3/Stage III A and Interim Tier 4/Stage III B.

How is the John Deere SCR solution different from the solutions of other engine manufacturers?

John Deere will use a combination of our proven cooled EGR technology and SCR technology to meet more stringent Final Tier 4/Stage IV NOx emissions regulations. The John Deere solution is different because the combination of the two technologies will allow John Deere engines to utilize less diesel exhaust fluid (DEF) than alternative Interim Tier 4/Stage III B SCR technology solutions. Less consumption of DEF means DEF tanks can be smaller, impact on equipment applications are minimized, DEF filter service intervals can be extended, and operator involvement is reduced.

Why does John Deere plan to use an exhaust filter for Final Tier 4/Stage IV, while some competitors do not?

Some manufacturers have chosen to calibrate their engines to produce less particulate matter (PM), which increases the NOx out of the engine and requires more DEF to treat the increased NOx downstream. John Deere has chosen to utilize an exhaust filter, consisting of a diesel oxidation

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How do the regeneration process steps work?

Under normal operating conditions, the DOC reacts with exhaust gases to reduce carbon monoxide, hydrocarbons, and some PM. The downstream DPF forces exhaust gases to flow through porous channel walls, trapping and holding the remaining PM. Trapped particles are eventually oxidized within the DPF through a continuous cleaning process called passive regeneration, utilizing exhaust heat created under normal operating conditions.

How does ETM work?

If conditions (ambient temperature, speed, and load) for passive regeneration cannot be achieved, ETM is an automated engine operating mode used to increase the DOC inlet temperature to initiate and maintain an active regeneration. To increase the DOC inlet temperature, ETM may reduce the amount of fresh air entering the engine via an intake air throttle valve, include a later post injection (after main injection event), retard engine timing for the main injection event, or vary the VGT vane position and elevate low idle speed. Once the needed DOC inlet temperature is achieved, a small quantity of fuel is injected into the exhaust stream. This process creates the heat needed to oxidize the PM trapped in the DPF when passive conditions cannot be achieved. In addition, ETM provides an additional benefit of a controlled warm-up and cool-down period, increasing the durability of the exhaust filter.

How does the PowerTech PWL 4.5L engine reduce PM with an Integrated Emissions Control system consisting of a DOC and SCR, but no DPF?

Through extensive combustion optimization and aftertreatment development, John Deere achieved levels of PM emissions reduction and performance in the 56 to 104 kW (75 to 140 hp) power range that enabled removal of the DPF for Final Tier 4/Stage IV.

The development of a new combustion system, associated changes in engine calibration and the optimized Integrated Emissions Control system allow the PowerTech PWL 4.5L engine to achieve engine-out PM levels near zero. Any remaining PM is then oxidized passively in the DOC without the need for regeneration.

With the no-DPF Final Tier 4/Stage IV emissions technology solution, the PowerTech PWL 4.5L engine achieves customer performance expectations, improves engine packaging, and reduces cost.

How will engine performance be impacted for Final Tier 4/Stage IV?

Engine performance for Final Tier 4/Stage IV will meet or exceed that of Interim Tier 4/Stage III B engines. John Deere engines will continue to provide the same or higher levels of power density and torque along with transient response that meets or exceeds that provided with Interim Tier 4/Stage III B engines.

How is the durability of the engine impacted by Final Tier 4/Stage IV technologies?

For the most part, base engine platforms will not change with Final Tier 4/Stage IV. As a result, our proven durability will continue from Interim Tier 4/Stage III B to Final Tier 4/Stage IV. The new aftertreatment components associated with SCR and Final Tier 4/Stage IV engines are designed to meet the unique needs of off-highway equipment and achieve the same durability goals as our proven Interim Tier 4/Stage III B engines and exhaust filters.

What is the expected fluid economy for John Deere Final Tier 4/Stage IV engines?

The total fluid economy (diesel fuel and DEF) with Final Tier 4/Stage IV engines is expected to meet or exceed that of our proven Interim Tier 4/Stage III B engines with cooled EGR and exhaust filters operating on diesel fuel only. When you consider that our Interim Tier 4/Stage III B engines have been tested in many applications globally and have established the benchmark for fluid economy, we are confident that John Deere Final Tier 4/Stage IV engines will continue to provide world-class fuel economy while delivering improved performance and higher machine productivity.

How much DEF will be consumed with John Deere Final Tier 4/Stage IV engines?

DEF consumption will be 1 to 3 percent of diesel fuel consumption depending on the application. As DEF becomes more widely distributed between now and January 2014, the cost of DEF is expected to become very similar to the cost of diesel fuel.

How is John Deere dealing with the potential for urea freezing in cold environments?

DEF is made of 32.5 percent urea and 67.5 percent deionized water and will begin to gel at 12° F (-11° C). From an engine perspective, there will be heated DEF lines between the DEF tank and the decomposition tube where DEF is injected into the exhaust stream. When the engine is shut down, DEF is pumped out of all lines and the supply pump back into the DEF tank. The DEF tank itself is equipped with a heating element that utilizes engine coolant to thaw DEF in temperatures below 12° F (-11° C). The engine can be operated immediately and throughout the DEF tank thawing process.

How often will users need to fill tanks with DEF?

DEF consumption varies depending on DEF tank size, engine load and speed. Typically, the DEF tank should be checked and filled as part of routine service checks.

What are the additional service requirements for Final Tier 4/Stage IV?

For the most part, the service requirements for Final Tier 4/Stage IV mirror the service requirements of Interim Tier 4/Stage III B engines. One additional service requirement for Final Tier 4/Stage IV will be the replacement of a small DEF filter that can be easily changed during other routine engine service.

Will there be a change in oil or fuel requirements for Final Tier 4/Stage IV?

There will be no change in oil or fuel requirements for Final Tier 4/Stage IV. Owners and operators should use only ultra-low sulfur diesel (ULSD) fuel with a maximum of 15 mg/kg (15 ppm) sulfur content and engine oils meeting API Service Category CJ-4, ACEA Oil Sequence E9 or ACEA Oil Sequence E6. Oil change intervals of 250 or 500 hours will also remain unchanged for Final Tier 4/Stage IV.

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Optimized. Our Integrated Emissions Control system for Final Tier 4/Stage IV is an optimized platform utilizing a variety of emissions control components, such as cooled EGR, smart exhaust filters, and SCR technology. The entire system is optimized to meet emissions regulations while delivering maximum performance, reliability, and durability.

Fluid efficient. Our cooled EGR approach leverages the proven fuel efficiency of our PowerTech engine platform. We continue to develop solutions that consider not only fuel economy, but also total fluid economy. John Deere Final Tier 4/Stage IV engines will meet or improve upon the current total fluid economy of our Interim Tier 4/Stage III B engine models.

Field proven. We’ve used cooled EGR since 2005 and have established a proven record of reliability. We have accumulated significant operating hours with our smart exhaust filter technology, and have a dedicated in-house aftertreatment team optimizing our own SCR solution. All components used in our Integrated Emissions Control system are designed to handle the rigors of off-highway applications.

Integrated. John Deere designs, manufactures, and services the engine, drivetrain, exhaust filter, ECU, cooling, and other machine systems as part of a complete equipment package. This integrated process maximizes performance, operator convenience, fluid economy, and overall value.

Fully supported. Get service when and where you need it at any of our 4,000+ service locations worldwide. John Deere service personnel are highly trained technicians who stay on top of changing engine technologies and service techniques.

Final Tier 4/Stage IVRight performance. Right now.

Acronyms used in this brochure

AOC Ammonia oxidation catalyst CARB California Air Resources BoardCO2 Carbon dioxideCO Carbon monoxideDEF Diesel exhaust fluidDOC Diesel oxidation catalystDPF Diesel particulate filterECU Engine control unitEGR Exhaust gas recirculationEMA Engine Manufacturers AssociationEPA Environmental Protection AgencyETM Exhaust temperature managementEU European UnionEUI Electronic unit injectorEUROMOT European Association of Internal

Combustion Engine ManufacturersHC HydrocarbonsHMD Hydrostatic motor-drivenH2O Waterhp HorsepowerHPCR High-pressure common-railkW KilowattN2 NitrogenNOx Nitrogen oxidesNMHC Nonmethane hydrocarbonNRTC Nonroad transient emissions test cycleO2 OxygenOEM Original equipment manufacturerPCI Premixed compression ignitionPM Particulate matterppm Parts per millionSCR Selective catalytic reductionSOx Sulfur oxidesVGT Variable geometry turbocharger


North America, South America, Brazil, and CaribbeanJohn Deere Power Systems3801 West Ridgeway AvenueP.O. Box 5100Waterloo, IA 50704-5100Phone: +1 800 533 6446 (U.S.)Phone: +1 319 292 6060 (Canada)Fax: +1 319 292 5075Email: [email protected]

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Europe, Africa, and Middle EastJohn Deere Power SystemsOrléans-Saran UnitLa Foulonnerie – B.P. 1101345401 Fleury-les-Aubrais CedexFrancePhone: +33 2 38 82 61 19Fax: +33 2 38 84 62 66Email: [email protected]

Australia and New Zealand John Deere LimitedPower Systems DivisionP.O. Box 1126, CamdenNSW 2570 AustraliaPhone: +61 2 4654 5501Fax: +61 2 4646 1236Email: [email protected]

Far EastJohn Deere Asia (Singapore) Pte. Ltd.#06-02/03 Alexandra Point438 Alexandra Road119958 SingaporePhone: +65 (68) 79 88 00Fax: +65 (62) 78 03 63Email: [email protected]

Worldwide locations

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This literature has been compiled for worldwide circulation. While general information, pictures and descriptions are provided, some illustrations and textmay include finance, credit, insurance, product options and accessories NOT AVAILABLE in all regions. PLEASE CONTACT YOUR LOCAL DEALER FOR DETAILS.

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Brochure Emissions Technology John Deere

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