Diesel Progress May 2010

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Congratulations, Diesel Progress, on your first 75 yearsDiesel engines have come a long way since the 1930s. During this time, Diesel Progress has been a leader by informing its readers of the latest diesel and industrial advancements ― in much the same way that we have brought innovative technologies to the market with John Deere engines. As we look back on the past with pride, we’re more focused than ever on the future. You can count on John Deere to continue bringing you innovations that maximize fuel efficiency, performance, reliability, and durability, and meet emissions requirements. We’ll also continue partnering with Diesel Progress to let you know what we’re working on.

To find out more about what’s on our horizon, visit www.JohnDeere.com/tier4.

Decades of leading the way

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DIESELPROGRESS®

EDITORIAL & SALESMichael J. Osenga ..........................................PublisherMichael J. Brezonick....................Associate Publisher/

Editor-In-ChiefDawn M. Geske ....................................Executive EditorKyle Kopplin ........................................Associate EditorNiki Trucksa ..................................Advertising ManagerSue M. Bollwahn ..........................Circulation ManagerMelissa C. McNulty ......................................Copy EditorJoseph M. Kane ........................................Senior EditorD. Phillip Burnside ....................................Senior EditorBrent D. Haight..........................................Senior EditorAmanda M. Klemp ..............................Associate EditorCharles R. Yengst ........................Marketing ColumnistMark Clevenger ............................................Field EditorBill Siuru ........................................................Field Editor

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DIESEL PROGRESS® NORTH AMERICAN EDITION(ISSN 1091-370X) Volume 76 No. 5 — Published monthly byDiesel & Gas Turbine Publications, 20855 Watertown Road,Waukesha, WI 53186-1873, U.S.A. Subscription rates are $85.00per year/$10.00 per issue. Periodicals postage paid at Waukesha,WI 53186-1873 and at additional mailing offices. Copyright 2010DIESEL & GAS TURBINE PUBLICATIONS.CanadianPublication Mail Agreement # 40035419. Return UndeliverableCanadian Addresses to: P.O. Box 456, Niagra Falls, ON L2E6V2, Canada. E-mail: [email protected]: Send address changes to: Diesel Progress NorthAmerican Edition, 20855 Watertown Road, Suite 220,Waukesha, WI 53186-1873.

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I have always been fascinated with the inaugural issue of Diesel Progress, published in May1935. I first read it, repeatedly, when we did our 50th anniversary special issue in 1985.

Certainly, given the times, the article about diesels in warplanes catches the eye. Ditto thereport about the 1935 Berlin Motor Show and the Cat gen-sets and tractors destined for Wakeand Midway Islands.

If you like history at all, it’s fascinating stuff. And as part of our 75th anniversary you are nowable to read the 15 feature stories and see all the ads for yourself, as we have digitally reprint-ed the first issue and posted it on our website at www.dieselprogress.com. Sadly, not a singleprint copy of that first issue is known to exist.

But in reading that first issue again, I’m not as struck by the differences between 1935 andtoday as I am by the similarities. Oh, there are definitely differences. A whole bunch of them.No website, no electronic newsletter, no blog, no “Top Dead Center” and not a single men-tion of Twitter.

On the other hand, one of the things we have literally done forever, is call out the myriadcomponents that go into an engine, a truck, a dozer. We wanna know whose hydraulics arebeing used, whose axles, controls, transmissions, silencers, radiators and, more recently,aftertreatment devices.

And so it was with issue #1. “The engine has six cylinders, 5 in. x 5.5 in., with a regulation United American Bosch fuel

injection system, Leece-Neville electric starter, aluminum pistons, seven-bearing crankshaftand the patented high-velocity Comet combustion chamber.”

Not a whole lot different than the way we do it today. We’re kind of proud of that. The for-mula was pretty much right from day one.

Ditto international coverage. In 1935, it took a week to get to Europe. But yet there is a first-handreport about the Berlin Motor Show. There, with amazing details and very Casablanca-like maps, isa report on a new pipeline in Iraq. News. Globally. Just like today.

In many ways, I feel like we’ve understated our 75th anniversary. Maybe we should havethrown a lavish party, published a huge, wordy, self-aggrandizing tome to ourselves and satback and said “what good boys and girls are we.”

It’s just that in this time, with these economics, with publishers falling by the wayside left andright and the very fabric of trade and industrial journalism undergoing its own industrial revo-lution, we just didn’t feel the time was right to applaud ourselves.

I hope you enjoy this issue, which as you can see has been recreated to look like some of ourearly editions. There’s some history, a bit of fun, plus the latest products, technology and indus-try news. The industry didn’t stop just because we turned 75.

But most of all, to the many, many companies who have thrown their doors open and said,“come on in and see what we’re doing,” thank you, very much. You’ve given us unbelievablecooperation for 75 years and allowed us to earn your trust.

And for that, all of us, past and present, are appreciative and truly grateful. dp

Seventy-Five

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MAY 2010www.dieselprogress.com

75TH ANNIVERSARY SECTIONSpecial Anniversary Section Begins Page 25FFF Commemorative Poster FFF27 Diesel Progress — The People28 A Short History Of Diesel Progress31 A Look Back

INDUSTRY NEWS12 A Harvest Of New Tractors16 Plowing Ahead Into Tier 470 Case Adds “A”nother Farmall Series

PRODUCTS6 The Tractor Is Not A Toy

22 Deere Adds Harvesters, Feller Bunchers58 Cub Cadet Unveils Three New Tractors61 RoGator Rolls In New Sprayers

TECHNOLOGY40 Helping Carrots Take Root43 Custom Plug-And-Go Instrument

Clusters54 The MathWorks Launches

R2009b Release

TECHNOLOGY OF CLEAN AIR46 Clean Air For Rent48 Trimming NOx From Stationary

Engines50 Fuel Cells Take A Big Step Up

COLUMNS2 Top Dead Center — Seventy-Five4 Street Smarts — Inventing The Piano

And The Music To Go With It10 Trendlines — Backhoe Loader Market

Has Hit The Bottom44 Emissions & Alternatives — GE Cites

Milestone In Lean-NOx Catalyst Effort … EMD Gets Tier 2 Certification … 288 SCR Buses For Durham

68 Hydraulic Horizons — Developing A Sense Of Control

72 Global Business Notes — Cat Supplying Gen-Sets, Tractors To Pan-Am … New Pipeline in Iraq … New Diesel Sales Record … Report From The BerlinMotor Show …

MEMBER OF

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8 Diesel HR

9 Dateline

24 Product Information Center

56 Product Pipeline

60 Powerlines

64 Advertisers’ Index

66 Marketplace

May 2010 DIESEL PROGRESS NORTH AMERICAN EDITION 3

Special Anniversary Section — Page 25

Turn To Diesel Progress Online www.dieselprogress.comCover and magazine design intended to reflect the graphic styles used in Diesel Progress over the last 75 years.

CONNECT WITH DIESEL PROGRESSYou can read Diesel Progress North

American both electronically or in print. The twoeditions are identical in content, but the electron-ic version, delivered via e-mail, allows you toimmediately connect with articles and advertis-ers in every issue through the Internet or e-mail.

But you have to have a subscription to oneor the other to do that. And, to do that, go to: http://www.dieselprogress.com/subscribe.asp

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T hink you can have an internalcombustion engine without amechanically driven camshaft to

time the management of air and fuel?Sure you can. Sturman Industries andInternational Engine proved you couldand together drove coast to coast with amedium-duty International diesel trucka decade ago to show it could be done.

Think you can have an internal combus-tion engine and eliminate both camshaft andcrankshaft? You know where this is going …

Sturman’s latest concept, of course, doesjust that. Instead of turning the chemicalenergy in the fuel — be it diesel, gasoline,propane or whatever — and through in-cylinder combustion with pistons, con-rodsand crankshaft making it into rotary torque,Sturman’s latest concept is to make the inter-nal combustion engine into a directly gener-ating high-pressure hydraulic pump usingonly the pistons.

To understand how this comes about, youneed to understand Eddie Sturman. He’s agenius and the father of the digital valve thathas him in the Aerospace Hall of Fame.Sturman is responsible for the astronauts ofthe doomed 1970 Apollo 13 moon launchactually making it home. His digital valve inthe fuel system, which draws no current ineither latched open or closed position, meantthe sorely depleted batteries after an electricalpower failure had enough energy to get themission home.

Sturman is about hydraulics and he isdirectly responsible for the hydraulic elec-tronic unit injector technology that currentlyfeeds International’s diesel engines. His sys-tem provides, through hydraulic multiplica-tion, the pressure to atomize the fuel andmeet emissions standards.

Compared with the hydraulic pressure tofire the injectors, the opening and shutting ofthe valves in a four-cycle engine is child’splay, hence the cross-country demo of anengine that had no camshaft. The trulyremarkable thing about this demo is not theremoval of the camshaft but the decouplingof the air and fuel handling processes of theengine from the position of the crankshaft.By eliminating the mechanical relationshipsbetween valve opening and crankshaft posi-tion, a designer can program any injectionand air inlet and exhaust event.

The problem that Sturman sees in theacceptance of his concept is that enginedesigners think conventionally and don’texploit this potential. They basically mimicthe usual sinusoidal motions from the con-ventional camshaft electronically, therebyfailing to realize the significant gains in econ-omy and emissions cleanliness — not tomention multifuel compatibility — thesenew freedoms from electronic valve controlsmake possible.

Were that not challenge enough, now thetechnology goes a step forward. There is nocrankshaft to time against.

In the latest concept, pistons directly acton hydraulic cylinders. In turn, the hy-draulics provide the upstroke to the pis-tons. But in the net balance, there is a netgeneration of pressure in the hydraulic sys-tem that provides power from the fuel —whatever it may be. Run the fan? Easy.Generate electrical power from an alterna-tor. Not an issue. Run hydraulic motors atthe wheels? But of course.

Again, we are limited by what we canimagine and tend to think of the system interms of the rotating hardware of a conven-tional internal combustion engine. But dis-

pensing with the crankshaft allows for inde-pendent piston movement, including shut-ting down cylinders. But not in the currentmodel of letting them idle up and downpumping air. With the electronic control ofthe hydraulics, deactivated cylinders can betruly idle and carry no pumping losses.

I am not clever enough to see all the poten-tial of Sturman’s concept, but it is truly revolu-tionary. Or would that be un-revolutionary?

The real problem is that the technologyexists to decouple the air and fuel manage-ment from the piston position, and pistonposition can be independently determined.That requires completely new thinking inthe way that fuel and oxygen mix in thecylinder and how that chemical reaction isreacted and communicated to all the vehiclesystems, whether heating, ventilation and airconditioning, the radio, the power takeoff,the transmission.

In a previous commentary in Heavy DutyTrucking, I wrote that Sturman had inventeda new technology akin to inventing the con-cert piano but there was no music for it. Heis going to have to write the concertos toexploit the versatility of his new instrument.

Sturman is a visionary, and his ideas areso far out there that most research and engi-neering facilities cannot change directionfast enough to accommodate the concepts.They may take bits and pieces of the avail-able technology and realize extraordinarygains in performance and fuel economy asdid International and Ford with theSturman solutions to their injection systemdemands, but it’ll be a big day when a majormanufacturer really embraces some of theadvanced concepts that come out of theSturman Industries Woodland Park, Colo.,think tank. dp

STREETSMARTS IS CONDUCTED BY STEVE STURGESSStreet Smarts is a monthly column devoted to the on-highway truck markets.Steve Sturgess is executive editor of Heavy Duty Trucking.His e-mail address is [email protected]

4 DIESEL PROGRESS NORTH AMERICAN EDITION May 2010

II nventing The Piano AndThe Music To Go With It

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Mahindra USA has expanded its 35to 50 hp, 35 series premiumtractors with the introduction of

the 5035 four-wheel drive tractor.Mahindra USA is a wholly owned sub-sidiary of Mahindra & Mahindra Ltd.,and part of Mahindra & Mahindra’s FarmEquipment Sector.

Designed as a professional-grade ma-chine, the 5035 tractor is targeted towardcommercial landscaping, bulk materialhandling, small farm and horse ranches,grounds maintenance and general farmapplications. It is the most powerfulmodel in the 35 series at 50 hp and has alift capacity of 3090 lb.

“This workhorse is the perfect machinefor everything from basic chores aroundthe farm to landscaping,” said Mike Hil-derbrand, vice president of marketing

and organizational development for Ma-hindra USA. “It is not a toy or lawn orna-ment. This is a serious, hard-workingcompact tractor designed specifically forthe North American customer.

“With all-steel construction, over-sized wheels and tires, and heavy-dutyattachments and implements, this trac-tor will push more, pull more and liftmore to help our customers cultivatetheir dreams.”

The 5035 tractor is powered by a 2.5 L,four-cylinder Mahindra diesel enginerated 50 hp. The naturally aspirated en-gine incorporates direct injection andmeets EPA Tier 4 regulations, the compa-ny said. Coupled to the engine is a 12-speed full synchromesh transmission,with a single-plate dry clutch and foot-operated differential lock.

The heavy-duty front axle is adjustableto meet a wide variety of applications; theaxle includes oscillation to allow for bet-ter performance on uneven terrain. Wetdisc brakes and hydrostatic power steer-ing with tilt column are also standard onthe 5035 tractor, and ag, industrial or turftires can be specified.

The tractor includes a constant-run-ning independent PTO rated 43 hp at540/2404 rpm. It is built on a cast-ironchassis to provide a heavier tractor foradded traction, stability and control. Foradded durability, a thicker-gauge rein-forced metal was used for the fenders.Operating weight is 4939 lb.

Mahindra USA’s new ML 130 loaderwas specifically designed for use with the5035 model. It has a skid-steer loader-style attachment for quick changing be-tween a variety of implements such asbuckets, bale spears and pallet forks.

Mahindra USA’s new 595 backhoe canalso be equipped on the 5035 tractor,offering a 9.58 ft. dig depth and a 5710lb. dig force.

Other features include a three-pointhitch, foldable ROPS, an electronic in-strument panel with multifunctionwarning lights, deluxe suspension seatwith back angle and weight adjustment,and rear work lights. A grille guardwith push/pull pin and lock for easieraccess to the engine is also available asan option.

Mahindra USA performs final assemblyof the tractors at its Houston, Texas, orCalhoun, Ga., operations, where the com-pany conducts a 51-point pre-deliveryinspection, including dynamometer androad testing.

Mahindra USA’s Farm EquipmentSector (FES) has three distribution pointsin the United States. FES is a part of the$6.3 billion Mahindra & Mahindragroup, with operations in 35 countriesand five manufacturing plants in India,two plants in China, three assemblyplants in the United States and one as-sembly plant in Australia. dp

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Mahindra USA’s new 5035 four-wheel drive tractor ispowered by a naturally aspirated, 2.5 L four-cylinderMahindra diesel engine rated 50 hp. It is targetedtoward commercial landscaping, bulk material han-dling, small farm and horse ranches, grounds mainte-nance and general ag applications.

DPNA481.qxp 4/30/10 11:15 AM Page 1

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Tognum Clarifies CEOSuccession

Tognum, the parent company of engineand power systems specialist MTU and itssubsidiaries, has extended the contracts oftwo members of its executive board and inthe process has made clear the line of suc-cession for the next chief executive officer.The contract of current CEO VolkerHeuer was extended by a year at hisrequest, meaning he will hold the positionuntil autumn 2011. He will be succeededas CEO by current CFO Joachim Coers,whose contact was also extended by threeyears. Coers has been deputy chairman ofthe executive board and CFO of TognumAG since 2007 and is responsible forGroup Services. He is also managing direc-tor of MTU Friedrichshafen GmbH and itsindustrial director.

New Sales And Marketing VP At Champion Labs

John Casanova has been named vicepresident of sales and marketing atChampion Laboratories Inc., a global sup-

plier of filtrationproducts and sys-tems. He will beresponsible for initia-tives to enhance salesgrowth and increasebrand awareness forthe company’s filtra-tion products, whichencompass brand

names such as Champ, PetroClear, Kleenerand Luber-finer. He came to ChampionLabs from Liberty Bell Inc., where he wasmost recently vice president of sales andcustomer service. He has also held posi-tions at Remy International, Visteon andMonroe Auto Equipment.

Volvo Trucks Names Three To New Posts

Volvo Trucks North America hasnamed three executives to new commer-cial positions as of April 1. Ron Huibersis now senior vice president – sales andmarketing, reporting to President andCEO Denny Slagle. Huibers has been

with the Volvo Group for 15 years, andhas served in a number of senior manage-ment positions in sales, domestic andinternational distribution, business devel-opment/strategy and financial services. Heserved most recently as senior vice presi-dent of international operations for MackTrucks Inc.

Scott Kress has been named vice pres-ident – sales, reporting to Huibers. Kresshas more than 30 years of industry experi-ence with several original equipment man-ufacturers, many of which have been spentworking with major North Americantrucking fleets. He joined Volvo TrucksNorth America in 2002 and served mostrecently as senior vice president – sales andmarketing.

Russ Tedder has been named seniorvice president – truck remarketing, report-ing to Slagle. Tedder has more than 30years of industry experience, working onboth the OEM and carrier sides of the busi-ness. He joined Volvo Trucks NorthAmerica in 1986, and served most recentlyas vice president – fleet sales.

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AUGUST *Aug 17-18NFPA 2010 Industry Outlook Conference -Westin Chicago North Shore, Chicago, ILNational Fluid Power Association3333 N. Mayfair Road, Suite 211Milwaukee, WI 53222Tel: (414) 778-3344Fax: (414) 778-3361E-mail: [email protected]: www.nfpa.com

SEPTEMBER*Sept 12-14EGSA’s Fall Technical & Marketing Conference -Hyatt Regency Newport Beach Newport Beach, CAElectrical Generating Systems Association1650 South Dixie Highway, Suite 500Boca Raton, FL 33432Tel: (561) 750-5575Fax: (561) 395-8557E-mail: [email protected]: www.egsa.org/meeting/fallconference.cfm

*Sept 27-30Diesel Engine-Efficiency & Emissions Research (DEER) Conference -Detroit, MIU.S. Department of Energy (DOE)Tel: (800) 608 7141E-mail: [email protected]: http://www1.eere.energy.gov/vehiclesandfuels/resources/conferences/deer/index.html

OCTOBER*Oct 5-6SAE Commercial Vehicle Engineering Congress -Stephens Convention CenterRosemont, ILSociety of Automotive Engineers400 CommonwealthWarrendale, PA 15096-0001Tel: (724) 772-4081Fax: (724) 776-0210Web: www.sae.org/events/cve/

*Oct 28-30Green Industry and Equipment Expo -Kentucky Fair and Exposition Center, Louisville, KYSellers Exposition2222 Pearl Street, Suite 300New Albany, IN 47150Tel: (812) 949-9200Fax: (812) 949-9600E-mail: info @gie-expo.comWeb: http://www.gie-expo.com

NEED MORE INFORMATION ON INDUSTRY SHOWS? TURN TODIESEL PROGRESS ONLINE: WWW.DIESELPROGRESS.COM*INDICATES SHOWS IN WHICH DIESEL PROGRESS NORTH

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T wo years ago, I said there weresome tougher times ahead for back-hoe loader markets. Now, I believe

we have hit the bottom of the market forthese machines. That’s actually the goodnews. The bad news is that we don’t knowhow long we will bump along that bottombefore heading back to higher ground.

Usually, one can see the light at the end ofthe tunnel and make some projections even ifthe light is dim or flickering. These days, thereis very limited light coming through.

To catch up, we have seen four years ofdeclining sales for backhoes dating back to2005. Peak sales for the standard backhoesoccurred that year, with sales exceeding29,000 units, and for compact models (ratedunder 60 hp) more than 6000 units. In2009, industry sales were roughly 10,000units (covering both types of backhoes) —down 70% for the standard models and off75% for the compact machines. Yikes! Wehave never seen numbers like this since Ihave been working in the industry, whichgoes back a few more years than I would liketo admit just now.

So what’s happening? The short explana-tion is that we got hit by a severe recession; thehousing market collapsed and construction ofalmost everything in sight stopped or went onvacation despite billions of dollars of promisedstimulus funding that none of us have seen.

Right now we are still a long way from see-ing any important turnarounds or marketimprovements. Yes, some of the OEMs aregetting all excited about a V-shaped recoverystarting later in 2010, but I don’t see it. A V-shaped recovery may get started on a smallscale in 2010, but it won’t go anywhere or itwon’t look very promising for several years ifwe cannot get housing and other construction

markets moving once again. I think the OEMsare way ahead of themselves on the recoveryidea (at least in North America) based on whatI see happening in the marketplace.

But back to the backhoes. Deere is themarket leader for backhoe loaders, followedby the combined sales of Case and NewHolland (CNH), which come in a close sec-ond. Caterpillar is third (or fourth) depend-ing on how you look at the market. Then wehave Komatsu, JCB, Terex and Volvo, whichround out the suppliers of the standardmachines. The last four players mentionedaccount for about 20% of the market, whilethe bigger suppliers at the top account for80% of the total.

In compact backhoes, Kubota is head andshoulders above all of the other companies.Big K from Japan accounts for half of themarket, followed by Terramite and Deere.Others include JCB, Allmand Bros., Laymorand Yanmar. None of these players havemuch action on the sales side.

It should also be noted that a gazillioncompanies offer small utility tractors withloader buckets and backhoe attachments.Most of these machines are rated under 40 to50 hp and are predominantly used in utilitysituations ranging from mowing to post holedrilling and dirt moving of some sort. Theseare not dedicated backhoe loaders, however,and there is a big difference.

Two interesting changes appear to be tak-ing place on the manufacturing side.Caterpillar, one of the top players on thestandard machines, recently announced thatit will be transferring its domestic produc-tion of backhoe loaders back to its factory inthe U.K. this year to consolidate its manufac-turing of these machines in one location.Caterpillar has been producing backhoes for

the domestic market in Clayton, N.C., formore than a decade and had moved produc-tion there from its U.K. factory back in the1990s. So now, Cat backhoes have gone fullcircle from a sourcing standpoint. Caterpillaralso produces backhoes in Brazil and India.

Caterpillar also announced that it wouldbe moving its small wheel loader productionfrom the same U.K. factory to the Claytonplant, so it is essentially swapping one pro-duction line for another.

The second announcement about back-hoes came from JCB late last year. That com-pany has been assembling machines in itsSavannah, Ga., plant for a number of years,but with shrinking demand, output fromthe Georgia plant was falling off the map.That production line was closed down at theend of ’09 and moved back to the factory inRocester, England, where it started yearsago. JCB does not have the position in themarket that Caterpillar has developed overthe years, so its output was considerablysmaller and its operation less efficient thanwhat Cat had.

I have said repeatedly that I anticipate a“bathtub” curve for the market recovery forthis and a number of other products. Wehave already gone over the front of the tubon the downside and now we are on the bot-tom heading up a gradual slope toward theback of the tub with virtually no realimprovement in sales this year and perhapsnext. Someday, we will start up the other sideof the tub. Right now, I don’t see that hap-pening until later in 2011. By 2012, wemight have a decent recovery in backhoesworking, although I doubt that sales willlook anywhere near what they were fouryears ago when all looked so rosy. That’sgoing to take a few more years. dp

TRENDLINES IS CONDUCTED BY CHARLES YENGSTCharles R. Yengst is president of Yengst Associates, Wilton, Conn. www.yengstassociates.com — [email protected]


BBackhoe Loader MarketHas Hit The Bottom

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B usy” may be an understatementfor ag equipment manufacturerMassey Ferguson these days, as

the company has launched several newtractors to its 2010 lineup. New from theAGCO subsidiary are an all-new utilitytractor, an additional new series of utilitytractors and an expansion of its high-horsepower Massey Ferguson 7400 Seriestractor range.

Starting at the top, the new MF7497 andMF7499 tractors sit at the top end of thecompany’s eight-model, high-horsepowertractor family. The new units extend the topend of the series with ratings of 165 and185 PTO hp, respectively.

With their higher power offering, thenew MF7497 and MF7499 tractors aredesigned for use by row crop farmers andcommercial hay producers. It is an idealplaner tractor or power unit for a largebaler, said Jason Hoult, product marketingmanger for high-horsepower tractors.

“AGCO is committed to our growercustomers,” said Hoult. “We’re pleased tomeet their needs for power and technolo-gy by expanding the horsepower range ofour lineup.

“With the addition of these tractors,Massey Ferguson now offers customers afull line of CVT-equipped tractors from100 to 275 PTO hp. Our goal was tobuild dependable and powerful, yet ver-satile and comfortable tractors that ourcustomers enjoy operating.”

The four-wheel drive machines arepowered by six-cylinder AGCO SisuPower 74CTA diesel engines rated 200and 215 hp at 2000 rpm. The Tier 3engines have a bore and stroke of 108 x134 mm and an overall displacement of7.4 L. They utilize a high-pressure com-mon rail fuel system based on Boschcomponents controlled by a third-gener-ation SisuTronic electronic control sys-tem. Engineered to provide higherpulling power at lower speeds, theengines are equipped with Donaldsondry-type air cleaners.

The Dyna-VT continuously variabletransmission (CVT) is standard on thenew MF7497 and MF7499 tractors andis designed to provide smooth, infinitelyvariable speed control while increasingproductivity and fuel economy. Theclutchless CVT has two speed ranges and

works with Massey Ferguson’s DynamicTractor Management (DTM) system tomatch ground speed with the most effi-cient engine speed, based on terrain andconditions. The Dyna-VT transmission isavailable as an option on the remainingsix 7400 Series tractors from 100 to 160PTO hp.

A separate 15.3 gal. oil reservoir is ded-icated to the CVT to provide full powerand eliminate contamination from theimplement circuit. Maximum travel speedwith the CVT is 26 mph.

The MF7497 and MF7499 tractorsalso have an electrohydraulic differentiallock integrated into the front and rearaxles and inboard planetary final drivesin the rear axle.

Tractor operation has been simplifiedwith a new active stop feature that is engi-neered to stop forward and reverse travelthrough raising of the shuttle lever. Theactive stop is designed to keep the tractor inplace, even on slopes, until the shuttle leveris lowered back into position.

The cab of the new MF7497 andMF7499 tractors incorporates rubberpadding and rubber mounts to reduce


A Harvest Of New TractorsFOR 2010, MASSEY FERGUSON ADDS TWO NEW MACHINES TO ITS HIGH-

HORSEPOWER RANGE, ALONG WITH NEW UTILITY TRACTOR SERIES

BY DAWN M. GESKE

AGEQ

UIP

MEN

T

“

Massey Ferguson has launched aslew of new tractors for 2010including the new MF7497 andMF7499 models, part of itshigh-horsepower 7400 Seriestractors. The new tractors arepowered by AGCO Sisu Power74CTA diesel engines rated 200and 215 hp at 2000 rpm andequipped with the Dyna-VT con-tinuously variable transmission.

DPNA477.qxp 5/3/10 9:05 AM Page 1

noise and vibration to the operator. Airride seats are standard with 61 sq.ft. ofcab glass. Noise rating is 69 dB(A).

“Many of the features farmers have cometo love and expect from their tractors arestandard on these new models, particular-ly in the area of comfort,” said Hoult.“Everything in the tractors’ cabs has beenpositioned to provide the operator withsuperior comfort, control and ease of use.”

Both tractors have a 540/1000 rpmPTO. The PTO is electrohydraulicallyengaged and can be engaged and disen-gaged while the tractor is moving.

The tractors are also equipped with aCategory 3, three-point hitch with 16,140lb. lift capacity. A front three-point hitchwith 8800 lb. lift capacity is available asan option while a closed-center 29 gpmSauer-Danfoss hydraulic system suppliesthe implements.

Massey Ferguson produces the newMF7497 and MF7499 tractors at itsBeauvais, France, facility. Productionbegan in February.

Also new from Massey Ferguson is theHeavy Duty (HD) Series 2600 utility trac-tors. The new series has four models —the MF2650, MF2660, MF2670 andMF2680 — rated 62 to 83 PTO hp. Thetractors were engineered with 25% moreuseable weight for daily chores at dairyand beef operations as well as for use bysmall hay producers, the company said.

The standard models are available intwo- or four-wheel drive variations withor without cabs, an independent PTO andchoice of transmissions. The new HDSeries 2600 utility tractors utilize all-steelconstruction and components for addeddurability and performance.

“This is a classic, hardworking utilitytractor that gets back to basics, yet incor-porates innovations and upgrades for greatperformance, durability, convenience andcomfort,” said Rene Boivin, product mar-keting manager, utility, specialty andmidrange tractors. “The HD Series isbuilt with a new level of heavy-dutytoughness plus the traditional reliabilityand practicality.”

Massey Ferguson also offers the trac-tors with a low profile option fororchard work, vineyards, livestock oper-ation and other applications requiring a

low overhead clearance, compact sizeand versatility.

Powering the new HD Series 2600 util-ity tractors are 4.4 L, four-cylinderPerkins 1104D-44T turbocharged dieselengines rated 74, 81, 91 and 97 hp at2200 rpm. The Tier 3 engine’s exhaust isrun horizontally below the operator’splatform, exiting near the rear axle toavoid obstructing visibility.

Ground power is provided by theoption of a synchroshuttle 8x8 transmis-sion for loader work, designed to offer on-the-roll shifting for improved cycle timesand improved production. As anotheroption, the synchronized 12x4 transmis-sion offers ideal speed selections for hay-making, mowing or tillage and straight,inline shift pattern from first to reverse.

The drivetrain also includes heavy-duty castings, axles, gears, bearing andfinal drives. The outboard planetary finaldrives provide speed reduction at the tireand wheel, reducing the torque loads inthe drivetrain. The rear axle differentiallocks the back tires in tandem for addedtraction in mud or soft spots.

The HD Series’ MF2650 and MF2660models have 540 rpm independent PTOwhile the MF2670 and MF2680 feature a540/1000 rpm independent PTO.

Dual hydraulics powered by two gear-driven hydraulic pumps provide powerfor the steering and remote hydraulicvalves. One valve is standard, with theoption for up to three remotes.

The three-point hitch allows for use ofground-engaging tools, controlled bydraft levers on the redesigned console.Shift levers are located to the side of thetractors and other controls are located at anatural reach.

Other new features of the HD Series2600 utility tractors include improvedhydraulic controls, a new dashboarddesign and hand-operated parking brake.The new, improved seat offers more cush-ioning for a softer ride, as well as weightadjustment, fore and aft adjustment andarmrests, standard.

The new HD Series 2600 utility trac-tors are produced at Massey Ferguson’sCanoas, Brazil, plant, where production iscurrently under way.

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74 hp at 2200 rpm. The four-cylinderdiesel has a total displacement of 3.6 L.

Two transmission options are offered.The standard 8x2 constant mesh trans-mission is an economical option with live

PTO and simplified operation. Theoptional 8x8 sychroshuttle transmissionwith an independent PTO has a fully syn-chronized main gearbox that allows thetractor to shift gears on the roll andchange direction without stopping.

The MF2635 utility tractor is alsoequipped with a Category 1-2 rear three-point hitch, 16.2 gpm implementhydraulic system to power a loader orother hydraulic attachments with theoption of up to two rear remote valves.

The MF2635 tractor is manufactured inIndia. Massey Ferguson began productionof the MF2635 model in early 2010, andtractors are expected to be available for deal-er shipments at the beginning of May. dp

www.masseyferguson.com


Also new from Massey Ferguson is theMF2635 utility tractor. This tractor is anew turbocharged addition to the 2600Series utility tractors rated 32 to 62 PTOhp. The MF2635 is the largest model inthe series targeting the utility and smallhay production markets.

The MF2635 has the power to pullsmall round and square balers and hayrakes, the company said, and can per-form chores around the farm and ranch,such as mowing roadsides and large pas-tures, as well as find use in general land-scape maintenance. It can accommodatetwo different loaders to further increaseits utility around the farm, Massey Fer-guson said.

The MF2635 utility tractor is poweredby a Tier 3 direct-injection SimpsonTSJ436E turbocharged diesel engine rated

Also new from Massey Fergusonare the Heavy Duty (HD) Series2600 utility tractors. The tractorswere engineered with 25% moreuseable weight for daily chores atdairy and beef operations as wellas use by small hay producers.

Massey Ferguson’s 2600 Series utility tractors are rated 32 to 62 PTOhp. The new 2600 Series was expanded to four models with the additionof the MF2635 utility tractor, now the largest machine in the lineup.


DPNA477.qxp 5/3/10 9:06 AM Page 3


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© 2010 Caterpillar • All Rights Reserved

CAT, CATERPILLAR, their respective logos, “Caterpillar Yellow” and the POWER EDGE trade dress, as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.

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With all the uncertainty, fear andtrepidation the EPA’s Tier 4interim and Tier 4 final emis-

sions standards have brought to manysegments of the off-road equipment mar-kets, it’s almost a relief to see an area thatappears to be taking things all in stride.And wouldn’t you know it that it’s theone that makes the machinery for someof the most unflappable people on earth— farmers.

More than most, agricultural equip-ment manufacturers are one of the fewindustries that seem to be on track andconfident of their plans to meet theimplementation of Tier 4 standards in

2011 and 2012. AGCO, Deere and mostrecently Case IH and New Holland, haveall announced the Tier 4 technical pathsthey’ll be following in their tractors,sprayers and combines. And while each isgoing about it in their own way, nearly allof them went public early on and haveeven sought to market their particularsolutions to customers, some as early aslast year.

Most recently, Case IH and NewHolland announced their Tier 4 interimstrategy in late February. Case IH said itwill use a two-track approach to meetTier 4 interim standards, using selectivecatalytic reduction (SCR) systems for

medium- and heavy-duty engines greaterthan 100 hp and cooled exhaust gas recir-culation (CEGR) for light-duty enginesunder 100 hp.

“SCR technology represents the bestapproach for high-horsepower agricultur-al equipment, especially when you con-sider how important fuel efficiency andmaintenance costs are to large produc-ers,” said Duane Nelson, Case IH director,global brand management. “SCR is a cool-running, quiet system that’s separate frommain engine function. It does not inter-fere with engine performance, but actual-ly improves it.”

Case IH said it will utilize CEGR tech-

Plowing Ahead Into Tier 4AG EQUIPMENT MANUFACTURERS ON TRACK TO MEET NEW EPA

EMISSIONS HURDLES; BOTH EGR AND SCR WILL BE SEEN AT INTERIM

BY DAWN M. GESKE

A number of agricultural equipment manufacturers have already announced thepaths they are taking for Tier 4 interim and Tier 4 final exhaust emissions regula-tions. AGCO was one of the early adopters of selective catalytic reduction (SCR),showcasing its e3 SCR technology in its Massey Ferguson 8600 (shown here) andChallenger MT600C tractors using AGCO Sisu Power diesel engines.

A number of agricultural equipment manufacturers have already announced thepaths they are taking for Tier 4 interim and Tier 4 final exhaust emissions regula-tions. AGCO was one of the early adopters of selective catalytic reduction (SCR),showcasing its e3 SCR technology in its Massey Ferguson 8600 (shown here) andChallenger MT600C tractors using AGCO Sisu Power diesel engines.

16 DIESEL PROGRESS NORTH AMERICAN EDITION May 201016 DIESEL PROGRESS NORTH AMERICAN EDITION May 2010

DPNA479.qxp 5/4/10 10:29 AM Page 1

nology for the sub-100 hp engines becausethat market is largely consumer and rurallifestyle based and the equipment is usedless intensively than high-production,high-horsepower ag equipment. However,Case said it will use SCR on the smallerengines to meet the more stringent Tier 4final standards beginning in 2014.

“SCR is the best guarantee that cus-tomers will have reliable, cost-effective,state-of-the-art agricultural equipment,”said Nelson. “Any other approach wouldbe a short-term solution.”

Case IH will offer the diesel exhaustfluid (DEF) required for use with SCR atall its dealerships and said the urea tankon its tractors will be designed to last aslong as two tanks of fuel.

New Holland will be using the sameTier 4 interim approach as Case IH withSCR in engines above 100 hp and CEGRfor the smaller engines. Like Case IH,New Holland’s Tier 4 final solution will beSCR, leveraging CNH Global’s enginedivision Fiat Powertrain Technologies’experience with this technology in on-highway engines.

“We believe that a one-size-fits-allapproach just won’t work in modern farm-ing,” said Pierre Lahutte, director of globalmarketing and communication for NewHolland Agriculture. “We are committed tointegrating the best available engine tech-nology for every machine and operation.”

DEF will be available throughout theNew Holland distribution network. Thecompany also said it is looking at alterna-tive technologies to power its tractors suchas hydrogen fuel cells, which it showcasedin the concept NH2TM tractor.

John Deere, relying on its John DeerePower Systems (JDPS) group for Tier 4answers, will use cooled EGR and dieselparticulate filters (DPFs) for the Power-Tech Plus engines that will drive its agri-cultural machines. At this time, Deeresaid, EGR is a more operator-friendlytechnology and less complex to maintainwhen compared to SCR systems.

“Our proven record with cooled EGRwas a major driver in our decision to con-tinue using it for interim Tier 4/Stage 3b,”said John Piasecki, director of worldwidemarketing, sales and customer supportfor JDPS. “We chose to take the route ofcooled EGR because we believe it’s theright technology at this point in time.

“The single-fluid approach of cooledEGR means the technology will be easyfor operators to use, and they won’t haveto incur the cost of diesel fuel plus theurea required by SCR systems. We areusing the most operator-friendly technol-ogy available today.”

Deere has not yet revealed its Tier 4final technology.

AGCO Corp. was among the first ag

Case IH recently announced its two-track approach to meetTier 4 interim, using SCR systems for medium- and heavy-duty engines greater than 100 hp and cooled exhaust gasrecirculation (CEGR) for light-duty engines under 100 hp.

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manufacturers to announce its emissionspath, launching its e3 SCR technologylast spring. The e3 system is AGCO’sbranded SCR system, and it is currentlybeing used in Tier 3 tractors powered byits AGCO Sisu Power 8.4 L engine, aswell as in Tier 4 interim and final engines.The company introduced the e3 system inMassey Ferguson 8600 and ChallengerMT600C tractors that went on sale in2009, becoming the first tractors in NorthAmerica to hit the market with SCR.

“Until now, emissions reduction meanta tradeoff between reduced fuel economy,increased cost and more complex compo-nents added to the engine,” said HubertusMuehlhaeuser, AGCO’s senior vice presi-dent and general manager Engines. “Thee3 SCR emission technology solutionoffers improved fuel economy and theunmatched performance and reliabilitythat our AGCO Sisu Power engines areknown for.”

The main components of the e3 systeminclude the DEF tank, injection systemand a catalytic chamber. AGCO said theSCR technology adds nothing to the listprice of the tractor and eliminates theneed for expensive “add ons” like EGRvalves and large coolers.

While marketing its e3 solution, AGCOcited the use of SCR by European auto-mobile and engine manufacturersMercedes-Benz, BMW, Audi, Volkswagen,Mini, Hyundai, Kia and Jeep. It also notedthat nearly all U.S. truck and engine man-ufacturers, including Daimler TrucksNorth America, Mack, Volvo, Cumminsand Paccar, are using SCR to meet U.S.2010 on-highway regulations.

“Energy, economy and ecology are thebenefits of AGCO’s e3 SCR emissionstechnology,” said Muehlhaeuser. “Energycomes from optimizing the engine’s per-formance. Economy is the improvementto the customer’s bottom line by loweringfuel consumption and ecology, which isdoing the right thing for the environmentas lower emissions are achieved.”

With AGCO’s e3 system, DEF usageaverages 3% of fuel consumption, allow-ing a farmer to typically fill his DEF tankevery second fuel fill-up. DEF can be pur-chased at any AGCO Tractors, MasseyFerguson or Challenger dealership.

While manufacturers such as AGCO,Deere, Case IH and New Holland have theadvantage of using in-house engines in themajority of their machinery, other agequipment manufacturers are relying ontheir engine suppliers to help them inte-grate Tier 4 technology into their products.

Tractor manufacturer McCormick In-ternational USA is currently in the plan-ning stages of Tier 4 implementation,according to Wayne Buchberger, vicepresident, operations at McCormick. “Wehave been working on the new Tier 4 reg-ulations for some time now, and we planto be fully compliant by all requireddeadlines,” Buchberger said. “We do nothave anything other than this that we areable to disclose at this time though, as itis a work in progress.”

While Kubota Tractor Corp. powers aportion of its equipment line with itsown engines, it also sources engines out-side its power band for other engine sup-pliers. To date, Kubota has not comment-ed officially as to what direction it willtake for Tier 4. “Our plans are to be pre-pared to meet new emissions require-ments as announced,” said KubotaProduct Manager Paul Williams, “withthe implementation of our innovativecommon rail system in some of our agri-cultural tractors, such as the recentlyreleased M100X/M110X/M126X andM135X series, including our new M126XPower Krawler.”

Cummins is supplying Tier 4 enginesolutions to a number of different agmanufacturers — JCB, Hagie, Miller,Apache, GVM, Massey Ferguson, CNHand MacDon. Cummins QSB6.7, QSL9and QSX platforms will utilize EGR witha particulate filter, along with theCummins Direct Flow air filter andCummins Turbo Technologies VGT tur-bochargers with a sliding-nozzle design.

Buhler Versatile Inc., a Canadian trac-tor manufacturer, has already announcedit will use Cummins Tier 4 QSX15 enginesin its Versatile High Horsepower Tractor(HHT) series of four-wheel drive trac-tors. The two companies are currentlyengaged in a rigorous field test program,mirroring the tough duty cycle and highload factors typically undertaken by

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these tractors. The joint Versatile andCummins team is focused on developingoptimum engine ratings and electroniccalibrations for Tier 4 installations acrossthe Versatile tractor range, with powercurves shaped to realize the full potentialof the tractor’s powershift transmission.

“The performance results from theQSX15-powered Tier 4 field test tractorhave surpassed our initial expectations,”said Grant Adolph, COO at Versatile.“Our Tier 4 HHT program provides avaluable learning experience that we canuse as a basis to rapidly move ahead withother Cummins Tier 4 prototype installa-tions. Using virtual installation tech-niques, we can identify opportunities toimprove packaging efficiency before workcommences on the prototype installations.

“We can also use virtual fuel consump-tion analysis to fine tune various tractorand engine features at an early designstage to realize the best possible fuel effi-ciency. By taking the fuel maps and dutycycle data of the current Tier 3 tractors asa starting point, we then build up a pre-dicted fuel consumption across the powercurve of the intended Tier 4 interim-powered versions.

“Using virtual installation and fuel con-sumption analysis means we are able tofast-track Tier 4 system integrationwork,” Adolph added.

While Tier 4 interim applications in-corporate a mix of discrete EGR or EGR-


SCR solutions, it’s generally expected thatTier 4 final will result in a universalembrace of combined EGR-SCR systems.That increased complexity is liable to runheadlong into the desire of many farmersto do their own maintenance and repairwork, which leaves some observers con-cerned about what might occur in thefield. It has been suggested that farmersmay try to do everything from clean dieselparticulate filters themselves to mixingtheir own DEF.

Jason Hoult, product marketing man-ager for high-horsepower tractors atAGCO, has heard his share of horror sto-ries and said there are concerns over whatfarmers might attempt on their own.Mostly, Hoult worries that they could

attempt to remove or bypass the after-treatment system. Modifications of emis-sions-related components can result infines by the EPA and could result inexpensive damage to the equipment andwarranty issues.

With urea a commonly used chemicalin ag, farmers might also consider tryingto produce their own DEF. That wouldcause problems, Hoult noted, as DEFrequires deionized water, and the typicalfarmer’s water supply includes metalsand impurities that could cause expen-sive damage to the SCR system. That’swhy companies marketing equipmentwith SCR insist that DEF needs to be APIcertified and purchased from a reputablesource. dp

John Deere will use cooledEGR for Tier 4 interim in itsPowerTech Plus engines usedacross most of its ag equip-ment products.

Canadian tractor manufacturer Buhler Versatile has announced itwill use Cummins Tier 4 QSX15 engines in its Versatile HighHorsepower Tractor (HHT) series of four-wheel drive tractors.

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John Deere Forestry has introducednew 900 K series tracked feller bunch-ers as well as new tracked harvesters in

the 900 KH series. The new additions ex-pand Deere’s forestry machinery lineup,which includes skidders, knuckleboomloaders, forestry swing machines, energywood harvesters, forwarders, crawler doz-ers and a variety of attachments.

The new 900 K series tracked fellerbunchers upgrade the J series to K mod-els, covering four new machines (the

903K, 909K, 953K and 959K). The newfeller bunchers are powered by 9.0 L JohnDeere PowerTech Plus Tier 3 engines,which in combination with a 295 gal. fueltank are designed to provide improvedfuel economy and more work timebetween fill-ups. The 903K and 909Kmachines are available in two ouputs —300 and 330 hp respectively — while thelarger 953K and the 959K feller bunchersare rated 330 hp.

New on the 900 K series machines is a

quick-recovery saw designed to keepspeeds up and felling head accumulationthat picks up more trees at once. Thenew feller bunchers were also designedwith a higher tractive-effort-to-weightratio with lower ground pressure forsmoother operation. A new leveling sys-tem keeps the upper frame level whenthe tracks are climbing or tilting ontough slopes, Deere said.

The majority of the redesign of the 900K series tracked feller bunchers is most

DEERE ADDS HARVESTERS,FELLER BUNCHERS

FORESTRY

The new 900 K series tracked fellerbunchers (left) from John DeereForestry includes four new modelspowered by 9.0 L John DeerePowerTech Plus Tier 3 enginesrated 300 to 330 hp. The new 900KH tracked harvesters (right) alsohave additional horsepower todeliver more power to move, swingand harvest faster.


DPNA475.qxp 5/3/10 10:16 AM Page 1

noticeable in the cab — as visibility wasenhanced, a new, more powerful HVACsystem was added and brighter cab inte-rior lighting was integrated to improvework and drive lines of sight.

“The 900 K series feller bunchers havenoticeably superior hydraulic multifunc-tioning, including swing torque, boomperformance and tracking, and a powermanagement system that makes sure nopower is wasted,” said Elliott Little, prod-uct marketing manager, TrackedHarvesters and Tracked Feller Bunchers atDeere. “These machines are packed withcustomer-driven features and are sure toprovide superior uptime and productivitywhile lowering daily operating costs.”

Also new from Deere are the 900 KHseries tracked harvesters including thenew 903KH and 909KH models. Deere’stracked harvester line now has fivemodels adding to the 181 to 241 hp703JH, 753JH and 759JH machines.

With the new 903KH and 909KH har-vesters, Deere said it has added addition-al horsepower to deliver more power tomove, swing and harvest faster. The newharvesters are powered by 9.0 L Tier 3

John Deere PowerTech Plus dieselengines rated 300 to 330 hp.

“Our 903KH and 909KH har-vesters get more done and covermore ground so operators cantake on more of the forest,” saidLittle. “These machines are packedwith customer-driven features andare sure to provide superioruptime and productivity whilelowering daily operating costs.”

New on the machines are dualswing motors for higher torqueand a power management systemto ensure engine power is fullymanaged. A fully integrated meas-uring system that has been facto-ry installed and a new protectedundercarriage has been integratedwith double flange rollers formaximum durability while a newleveling system keeps the upperframe level on uneven terrain.

Cab enhancements include bet-ter visibility, a new, more power-ful HVAC system, brighter cabinterior lighting, a factory-mount-ed keyboard and mouse, measur-


ing system power switch and USB port.More in-cab storage has been addedbehind the operator seat along with morepower ports and cup holders and a sealedswitch module with keyless start, auto-idle, hydraulic enable and engine throttle.

To aid visibility from all angles, theexterior lighting has been improved andfeatures enhanced adjustability for bothwork and drive lines of site, and the front

window bars have been repositioned sothey are now vertical.

Deere offers the new harvesters withthe Waratah HTH622B, HTH623C andHTH624C head configurations as wellas a range of customizable options andfeatures. dp

www.deere.com


DPNA475.qxp 5/3/10 10:16 AM Page 2

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Temperature MeasurementAnd ControlOmega Engineering Inc. has re-leased its new Omega Temper-ature Measurement Handbookand Encyclopedia VolumeMMXIV 7th Edition. The bookoffers detailed information andspecifications on over 40,000products for process measure-ment and control on over 2000full-color pages.

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Switches And Controls CatalogCarling Technologies has pub-lished a transportation switchesand controls catalog, featuringthe new S series and fully ad-dressable N series products. Alsoincluded are updated listings forthe L, V and W series; expandedspecifications for electronic con-trol products; and a product se-lector guide.

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Cables And Plastic Bearingsigus’ 2009 catalogs are nowavailable on a fully searchableCD-ROM. The company manu-factures cable carriers, continu-ous-flex cables and guide sys-tems among others. The CDsalso include videos, applicationexamples and links to CAD filesand online tools to help usersspecify products.

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Data LoggingOnset has released a new 28-pageguide, The Energy Professional’sGuide to Data Loggers &Building Performance. Writtenfor measurement and verificationpractitioners, commercial energyauditors and building commis-sioners, it offers details onportable data logger applicationsas well as installation, safety anddata interpretation.

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DPNA Special Section Cover.qxp 5/4/10 10:37 AM Page 1

For 75 years, we’ve depended on you.Congratulations, Diesel Progress — from your friends at Cummins.


Cummins_75th.indd 1 4/21/10 1:32:02 PM


It has often been said that history isthe version of events written bythe winners about the losers. I

don’t know that we’d say winners andlosers were at play in the short historyof Diesel Progress that follows, but it iscertainly the version written by thesurvivors — those still at the helm,about those that came before them.

Thus it is appropriate that the firstthing you see when we look at the his-tory of Diesel Progress magazine — 75years old with 900 issues in the bag asof this month — are people. Andwhile we don’t want to go all gushyand join hands and start to sing, “peo-

ple who need people …” the story ofDiesel Progress is truly about people.

These pages over 75 years havebeen filled with a lot of nuts and bolts,iron and steel, more recently Amps,watts and pixels — just about everymaterial and fluid that goes into on-highway, off-highway, stationary andmarine engines and equipment.

But it has all been produced by peo-ple. People for the most part that didn’tbegin their careers intent on joiningthe staff of Diesel Progress, but oncethey got here embraced the industry,the companies we cover and our phi-losophy of publishing. That, we think,

is unique in the business, industrialand trade press world.

History is full of stories about sol-diers, athletes and others who whenasked why they did what they did, didnot invoke high ideals or greatphilosophies, but rather they didn’twant to let down the squad, team ororganization. We do what we do foryou the reader, you the advertiser, butwe also do it for each other.

No one in the Diesel & Gas TurbinePublications organization, encompass-ing Diesel Progress North American,Diesel Progress International, the Global

Diesel Progress — The People

Front row (l to r): Noreen Paar, Sue Laczkowski, Sheila Lizdas, Mike Osenga, Marisa Roberts, Dawn Geske,Amanda Ryan, Kyle KopplinBack row (l to r): Brenda Burbach, Kara Kane-Doneff,Amanda Klemp, Katie Evans, Mark Klippel, Sue Bollwahn, John Blomberg, Carla Lemke,Joe Kane, Melissa McNulty, Mary Graesing,Alyssa Loope, Phil Burnside, Christa Johnson, Carie Hoeser, Mike Brezonick, Niki Trucksa



DPNA484.qxp 5/3/10 11:19 AM Page 1


Diesel Progress was founded in 1935in New York City by Rex W. Wadman. Itstarted out as a monthly magazine andhas remained so through this, the 900th

issue. English-born Wadman had previ-ously worked for another diesel trademagazine called Oil Engine Power; healso had sold diesel engines and workedin advertising before founding DieselProgress at age 45.

This was no slam dunk deal. TheUnited States and much of the worldwas still mired in the Great De-pression. While World War II was stillfour years away, the storm clouds weregathering. Baseball had yet to play agame at night, aviation was emergingfrom its infancy, while cars and trucksstill lacked a proper road and bridgesystem that would bring us the mobil-

ity we take for granted today. Trainswere king.

Thus to set out publishing a brandnew magazine, at age 45, in the worsteconomic climate the United States (andthe world) had ever seen, about whatwas considered an “emerging technolo-gy” was risky business.

Like many magazines of its time, DieselProgress’ purpose was promotional —

A Short History Of Diesel Progress

Brent HaightHouston,Texas

Bo SvenssonFinspong, Sweden

Samantha DoranLondon, England

In Europe: (L to R): RobertaPrandi, Lisa Hochkofler,

Ian Cameron, Gabriele Dinsel

Russell PalmerChairman

of the Board

Roberto ChelliniFlorence, Italy

Sourcing Guide, Diesel & Gas TurbineWorldwide or CompressorTechTwo andits CompressorTechTwo Sourcing Supp-lement wants to let the others downand have it be said of them, “hmm,they’re not doing too well.”

Thus, people.After 27,000+ days in business, like

any organization, we have lots of sto-ries and have had lots of characters.Some of which can be told, others arebetter left unsaid. Likewise, there havebeen hundreds of people over 75 yearsthat have contributed to the success ofDiesel Progress in all the publishingdisciplines: circulation, sales, editorial,administration, design and graphics.

Our founders were the Wadman

and Palmer families and, represent-ing continuity almost unheard ofthese days, Russell Palmer, the son ofone of the founding families, remainsactive in the business today as ourchairman of the board, while BruceWadman, the son of the other family,remained active through 2000.

Our publisher from the 1970sthrough the 1990s, Bob Schulz, inject-ed a marketing and sales drive into thecompany that — albeit changed tosuit today’s business world — remainsessentially intact. Rob Wilson, thepublisher through the mid-2000sbegan a corporate cultural change thatbrought Diesel Progress kicking andscreaming into the 21st century.

But the heart and soul of Diesel &Gas Turbine Publications since the late1960s through to today has been JoeKane. Originally the editor of Diesel &Gas Turbine Worldwide, later thefounder of CompressorTechTwo, Joe’sapproach to publishing, to editorial, tocustomers, to life has influenced andguided literally every single person thatworks here or has been part of Diesel.

At 82, Joe still comes into the officemost days and is a physical reminder ofmuch of what Diesel Progress andDiesel & Gas Turbine Publications isall about. We’ve been lucky and we’vebeen blessed.

Thus, people.– Mike Osenga –

DPNA484.qxp 5/3/10 11:19 AM Page 2

“objective journalism” (if there is such athing) was years away.

Diesel Progress was unabashedlyfounded to promote the use of dieselengines — literally on land, on sea andin the air, as a later tagline to our logosaid. Wadman believed in their use,their efficiency and set out to make sureeveryone knew it.

But interestingly, Wadman and thestaff of Diesel Progress, while never miss-ing the chance to extol the virtues andadvantages of the diesel, did not do itin the hyperbole-filled, “facts bedamned” style of the times. Rather, theypublished straightforward recitations,full of component detail, about the ap-plication of the diesel engine in itsgrowing number of uses. All accompa-nied by the obvious benefits diesel pro-vided to the user. Reading many ofthose articles today does not jar the eyewith dated language and style as somefrom that era does.

At the time, Cummins had beenbuilding engines for about 16 years,while Caterpillar had only startedengine production a few years before.What was different from today is thatthere were a lot of U.S. builders of dieselengines. The global nature of the dieselengine business was still 40 to 50 years

off. Home markets were largely servedby indigenous manufacturers.

Alco, Allis-Chalmers, Atlas-Imperial,Bethlehem, Bessemer, Bolinders, Colo,Fairbanks Morse, Hercules, Inter-national Harvester, Nelseco, Nordberg,Sterling, Victor, Waukesha and Winton(a division of General Motors) were, toname a few, all going concerns, and allwere mentioned in the first issue ofDiesel Progress, as was the English man-ufacturer R.A. Lister.

In 1935, while diesels were starting toappear in trucks and buses, as well asconstruction and agricultural equip-ment, rail, power generation and marinewere still the primary uses of dieselpower, and the engines themselves weremostly what we would consider medi-um-speed diesels today.

The true explosion of what we knowas the high-speed diesel didn’t happenuntil during World War II, and especial-ly afterward in the United States, drivenin no small part by the massive post-wargrowth of the American economy.

Even given the growing U.S. dieselindustry, Diesel Progress very early onrecognized the global nature of busi-ness. Within the first few years of oper-ation, offices were opened in England,Europe and Japan.

The sight of these international ad-dresses on our masthead, at a timewhere state-to-state travel was an adven-ture, was unique in the trade pressworld. As someone said in preparingthis issue, “wow, we were internationalbefore international was cool.”

After World War II, through the1960s, the diesel industry had its firsthuge period of growth in North Americaand elsewhere. And while during wartime these amazing technological devel-opments that resulted in the baseline fortoday’s high-speed engine business wasclassified information, after the warthese developments moved into thecommercial markets and Diesel Progress’coverage grew in parallel.

In the late 1960s, gas turbine enginesappeared to be the power plant of thefuture. Chrysler had one in a car, JohnDeere in a tractor, Mack in a truck.Parnelli Jones came within a brokenbearing of winning the Indianapolis 500in a gas turbine-powered car.

Responding to that, we launchedwhat is now Diesel & Gas TurbineWorldwide magazine in 1969, joiningDiesel Progress and the Diesel & (now)Gas Turbine Catalog in the stable.

By 1982, recognizing that the future

THE ENGINE MAN’S MAGAZINE



DPNA484.qxp 5/3/10 11:20 AM Page 3

of diesel industry was global, DieselProgress was split in two, with the debutof what is now Diesel Progress Inter-national and then was called High SpeedDiesel Report.

In the early 1990s, an idea that JoeKane had presented to management foryears finally became a reality as Com-pressorTechTwo started as a supplementin Diesel & Gas Turbine Worldwide, andbecoming its own magazine in 1995.CT2, as it is known, is tasked with cov-ering the global gas compression mar-kets, products and applications.

Two other things happened in themid-1990s that significantly changedDiesel Progress. The Clean Air Act waspassed in 1990, and in 1995 dieselengines fell under its regulatory power.Recognizing early on the industry-changing nature of these governmentalregulations, Diesel Progress began whatis now an unparalleled 15-year cover-age of the products, technology andnews of emissions — a width andbreadth of coverage unmatched in thetrade or business publishing world. Asthere is no true end in sight for theenvironmental challenges for dieselengines and the equipment it powers, itis a subject that has a lot of articles yetto be written.

At the same time, the advent of theInternet changed publishing for all time,in ways we are only now beginning tocomprehend. Since the mid-1990s, DieselProgress has added a website — DieselProgress Online (www.dieselprogress.com)— virtual online trade shows, digitaleditions, the Diesel News Network bi-monthly newsletter, blogs, a Twitter site,expanded our video, webinar and surveycapabilities. That is a chapter in our his-tory that is far from being finished.

Finally, unlike many publications, wehave been rather flexible with our namethrough the years, per some of theaccompanying illustrations. Reflectingthe changes in the market for motivepower, we added gas engines (naturalgas not gasoline) to the title, later gasturbines (before splitting that off intoits own magazine). Later, as we expand-ed to cover all types of industrialengines, and especially the powertrainsdriven by those engines, Engines &Drives showed up as part of the namefor a while.

Eventually we came back full circle asDiesel Progress again became DieselProgress — albeit with North Americanand International editions.

Maybe it is the nature of our “corpo-rate culture,” but as interesting as our

history has been and obviously there aremany stories and developments leftunsaid in all this, Diesel Progress hasnever spent a lot of time looking at itspast. In fact, assembling this issue hasgiven some of our people their firstimmersion into the lore of Diesel thatcame before their hire date. They havefound it an interesting, ironic and some-times hilarious look into the past.

But publishing right now, which is inthe midst of its own industrial revolu-tion time of change, doesn’t have a lot oftime to reflect. The challenges ahead ofus are huge and that’s where our focusneeds to be.

However, being 75 years old is a hugeaccomplishment. There are not a lot ofmagazines that have made it this far suc-cessfully and under mostly the sameownership. We’re kind of proud of that.Make that very proud.

So for one month, it has been fun tolook at the first 900 issues. To see andunderstand our history, laugh a little,and in the process maybe appreciate thatthose who came before us had the samededication to covering the products,technology and industry news of themarkets as much as we do.

And then get started on Year 76. dp– Mike Osenga –

NO

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ME

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AN

PROGRESSDIESEL

PRODUCTS •• TECHNOLOGY •• INDUSTRY NEWS

DIESELDIESEL


DPNA484.qxp 5/3/10 11:20 AM Page 4


A s we began preparing for this 75th anniversary issueand with nearly 900 issues of Diesel Progress issues toexamine, it was like looking through a time capsule

of U.S., world and industry history. There were serious sto-ries from war times, some absurd engine applications (tomodern eyes at least), and some fascinating and wonderfuldevelopments.

The hearty laughs and expressions of awe could be heardthroughout our hallways as we shared what had been writ-ten and photographed through the years. This includes ouradvertisers, as some of the ads were priceless and definitelyrepresented the times.

While the layout, design and even the size of the maga-zine have changed over the last 75 years, all the while westayed true to reporting what was the industry news of thetime — exactly what we do today. Some things just don’tchange, even over 75 years.

Here are some of our favorite moments. No attempt wasmade to be comprehensive, or mark historical milestones,rather to find some of the more interesting, intriguing and,yes,unusual things that have filled these pages over the years. Wehope you enjoy seeing them as much as we did finding them.

Regards,Dawn M. Geske & Kyle Kopplin


A Look Back75 YEARS OF DIESEL PROGRESS, SOME OF OUR BEST MOMENTS

Diesel-Powered Race Car Almost Wins Indy 500 …Freddie Agabashian, driving the diesel Cummins Special, won the pole position in

speed trials of the Indianapolis Speedway, establishing a one-lap record of

139.104 mph and a four-lap record of 138.010 mph. Unfortunately, the mechani-

cal failure of an accessory dashed the hopes engendered for the car by these

record trial runs. After 71 laps, the diesel racer was forced to drop out of the

race. However, the car had served its purpose in demonstrating the successful

application of a diesel engine turning over at more than 4000 rpm.

(July 1952)

Lining Up Rows,And Running Them Straight …

A Deere model 5010 tractor with a 121 hp

Deere diesel engine works with a 40 ft. grain drill.

(September 1964)

DPNA483.qxp 5/3/10 11:30 AM Page 1

Steady Does It …A Cummins engine-

powered Kenworth

truck with 16,000

board ft. of timber

crosses a homemade

bridge on Vancouver

Island.

(October 1947)

Sweet And Innocent …Homer Stout of Grant, Neb., is

the proud owner of a Caterpillar

diesel tractor and proud father

of triplet daughters (Barbara,

Beth and Betty, seated left to

right in dad’s Cat tractor).

(April 1940)

Maybe It’s Why Diesel Progress BeganTo Be Called The

“Engine Man’s Magazine” …General Motors Series 71 diesel, products of

Detroit Diesel Division, being serviced by

U.S.Army Boat Maintenance Co. assisted by

a GM technical representative somewhere

in the South Pacific Battle Area.

(May 1944)

Before Ergonomics …By the look on this guy’s face, ergonomics were not the most impor-

tant feature of this machine. Big scale strip mining in West Virginia

with an International tractor bull dozer.

(August 1949)

“Piston Packin” Mommas …Women in men’s jobs were common enough

in 1944, but these girls are believed to be

unique — among the few female diesel

mechanics in the country. They worked as a

team and are shown here putting the finishing

touches on a diesel engine in a 10 ton Army

prime mover at the Mack truck factory.The

other mechanics, all male, had voted them

their “Piston Packin” Mommas. Left is Amelia

Balacich, with Evelyn Beers on the right.

(April 1944)


DPNA483.qxp 5/3/10 11:30 AM Page 2

GM Diesel Sets Speed Record …The Fuller diesel car as it started its

world record-shattering run at the

Bonneville Salt Flats.The car was driv-

en by Dana Fuller, Jr., one of the co-

owners, and the engine was a modified

GM Model 6-71, which pushed the car

up to a searing 169.32 mph to achieve

the record.

(November 1953)

Powering A Bit of Paradise …First of the radar islands under construction by the U.S.

Defense Dept. in the Atlantic Ocean about 100 miles

east of Cape Cod, Mass. Eleven Cummins diesels are

part of the defense installation — nine on generators

and two in Manitowoc cranes. Most legs shown are

temporary; only three support the platform when com-

pleted.

(October 1955)

The Protection Of Hercules …A Nike Hercules surface-to-air mis-

sile unit roars into the sky during a

practice mission at McGregor Range.

(April 1963)

The First Netbook …This computer at Allis-

Chalmers’ Parts Central

linked all key points on

the system and made it

possible to handle the

tremendous amount of

data required for keeping

the worldwide parts

operation running.

(October 1972)


DPNA483.qxp 5/3/10 11:31 AM Page 3

To The Moon, Diesels …Diesel engines play an essential part in man’s

probe into space. Pictured here is an artist’s

sketch of the Vertical Assembly Building to be

constructed at the John F. Kennedy Space Center.

(May 1964)

British Invasion …A “Waltzing Matilda” coming down Ludgate Hill with St. Paul’s

Cathedral towering in the background in London, England, taken

on Aug. 1, 1941; Diesel engines increase the cruising range of

tanks, decrease the fire hazard and materially simplify the handling

of fuel replacements in the field.

(September 1941)

International Incident … In the 1980s foreign competition for

U.S. manufacturers was even a bigger

deal than it is currently. One DieselProgress advertiser took, in our opin-

ion, a nasty, angry approach to the

issue and we turned the ad down.

Landed us on page 1 of AdAge.This is

the ad they ran instead.

(March 1988)

A Camel With No Name …The Oshkosh Truck Corp. J Series “Desert Prince” is as at home

in a Middle East oil field as that fellow to the left. The

J-2065 model shown has a GCW ranging from 125,000 to

180,000 lb., depending on the terrain.

(June 1974)


DPNA483.qxp 5/3/10 11:33 AM Page 4

Moving Mountains, One Shovel At A Time …This Michigan 475 tractor shovel — powered by a Cummins V12-635-CI

diesel engine, loaded, and with an average of 7000 cu.yd. a day — could fill a

Peterbilt bottom-dump doubles combination in an average of 40 seconds.

(April 1968)

We Stand Under Our Product …A 30 ton diesel electric lift truck built by R.G.

LeTourneau Inc. handles a 35 ft. trailer.The unit

is powered by a Cummins 275 hp diesel driv-

ing ac/dc generators.

(September 1961)

They’ve Been Working On The Railroad …This picture of Northern Pacific’s rugged diesel

maintenance crew was taken at its Auburn main-

tenance shop.

(February 1947)

Desert Bound …Harald T. Reishus, vice president,

International Harvester and head

of the Industrial Power Division, on

the new International 2T-75 rub-

ber-tired earthmover.

(August 1954)

Holy Moly …An Allis-Chalmers HD-6 crawler tractor towing a rear dump

ore cart, descends a 20% grade into the depths of a uranium

mine being developed by the Giant Cycle Corp. of Colorado

Springs, Colo.

(February 1958) May 2010 DIESEL PROGRESS NORTH AMERICAN EDITION 35

DPNA483.qxp 5/3/10 11:34 AM Page 5

The Diesel Boom In Mexico …A time when Mexico’s oil reserves topped 50

billion barrels with total reserves estimated to

surpass those of Saudi Arabia and many other

major oil-producing nations.This scene, taken at

the Motores Perkins Toluca facility, captures the

reality of the burgeoning diesel engine market

in Mexico.The Toluca facility had an expansion

under way, which would give it additional capac-

ity for approximately 40,000 more engines.

(July 1981)

Standing Proud …New York’s World Trade

Center rises some 110 sto-

ries above the Hudson River.

The buildings were classed

among the world’s largest

commercial buildings at the

time. Waukesha engine gen-

erator sets provided 5500

kW of emergency power for

the buildings.

(February 1973)

Wrestling For A Promotion …Chairman Fran Labun (standing) prepares Manual Gomez (left)

for a match with Greg Arsenault at the 1989 Association of

Diesel Specialists (ADS). International Convention and Ex-

hibit’s Young Executives Organization’s “Over-the-Top” Arm

Wrestling Competition.

(March 1990)

A Time Of War …A War Bond Appeal from a group of Five-Star Generals and Admirals.

(June 1945)


DPNA483.qxp 5/3/10 11:35 AM Page 6

Brush Clearing Beauties …Cornelia Campbell crowned “Queen of the

Brush” and her “maids of honor” at the second

annual Brush Clearing Demonstration, Paris,

Texas.The demonstration proved to thousands

of ranchers and farmers from Texas and neigh-

boring states who attended the project that

brush-covered, useless land could be quickly and

cheaply reclaimed for profitable productivity.

Contractors used International Harvester’s TD-

24, supplemented by the smaller TD-14 to smash

down, root out and windrow scrub growth.

(February 1953)

Diesels Power Guided Missile Program …Three 960 hp Fairbanks-Morse opposed-piston

diesels supply dependable power for instru-

ments used in guided missile tests at the U.S.

Air Force Cape Canaveral, Fla., center. Each

engine drives a 500 kW alternator used for

standby power.

(August 1955)

Just Two Buddies Hanging Out …

A Reach All UB50 bridge inspec-

tion unit is seen deployed in work-

ing position.

(March 1991)

What Could Have Saved GM …

GM’s cars of the future. Wedge-

shaped front end, flush-fitting

wheel skirts and a speed-

regulated rear foil are the

visible features of GM’s Aero

2000 concept car, powered by

an advanced, three-cylinder

diesel engine. Roger B. Smith,

chairman of GM said the car

provided a glimpse of the shape

of, and ideas in, GM’s cars to

come.We’re still waiting.

(December 1982)


DPNA483.qxp 5/3/10 11:35 AM Page 7

Hello Ladies …D-I-E-S-E-L spells a great opportunity for the future, according to DieselProgress magazine Publisher Robert Schulz, who spoke on the industry’s

future to the 1980 Association of Diesel Specialists (ADS) Convention.

Schulz used models to illustrate his point at the Texas meeting.

(April 1981)

ConExpo Was Big Even Back Then …Held in Chicago in 1975, ConExpo spanned a whopping two halls and had a shuttle

that bused attendees between halls. How did we have time to see it all?

(July 1974)

An Idea That Never Really Came Around …

Installation of a Boeing 502 gas turbine

rated 175 hp in a 68,000 lb. Kenworth

truck. Note the safety shield over the tur-

bine section. The 200 lb. gas turbine was

one of the world’s first installations in an

off-highway truck.

(May 1951)

Maine To Alaska Without Unloading …Cummins-powered “Welcome Wagon,” bearing over 200 gifts from the state of

Maine to the new state of Alaska, passes by the Los Angeles City Hall on its 32-

state goodwill tour.Among the over 200 gifts loaded into the trailer were snow

shoes, frozen lobster stew, clam chowder, moccasins and other Maine special-

ties, given as a symbol of welcome and friendship from the most north-eastern-

ly state to the most north-westerly state.

(1958)38 DIESEL PROGRESS NORTH AMERICAN EDITION May 2010

DPNA483.qxp 5/3/10 11:36 AM Page 8

The Peace River Pipeline …The vast Peace River natural

gas fields were linked to

southern British Columbia and

the Northwest United States.

Westcoast Transmission Co.

Ltd. started the flow of natural

gas to distributors serving the

booming industrial Northwest

through this 30 in. natural gas

pipeline.

(February 1958)

Chuck Norris And Deutz …Deutz’s F4L912 diesel engine was used to power the

PROWLER vehicle (Programmable Robot Observer With

Logical Enemy Response) for the Chuck Norris movie

“Code of Silence.” Built by Robot Defense Systems,

Thornton, Calif., the vehicle has TV cameras, is operated

remotely and can be fitted with armament or firefighting

equipment. An agency of the United States reportedly

planned to evaluate the vehicle for military use.

(July 1985)

De Train! De Train ...Wow! Six, 5400 hp General Motors Diesel freight loco-motives, like the one pictured, operating on the Eriebetween Marion, Ohio, and Meadville, Penn., the toughestterritory on its mainline, doubled tonnage per train andspeeded handling of vital war material.(March 1945)

Sweet Ride …For the first time,Chevrolet’s

El Camino passenger pickup

is available with a diesel

engine. Available as an option

on the car, the engine was the

Olds-built 5.7 L,V-8 diesel.

(November 1982)

Advertising That Didn’t Beat Around The Bush …Obviously, 1976 was a different time when big marketing

involved just stating the obvious. No clever pitch lines nec-

essary and no need to be politically correct.

(November 1976)


DPNA483.qxp 5/4/10 11:03 AM Page 9

W ith the typical growing seasonin the Midwest a scant 175days, vegetable growers depend

on luck, fair weather and reliable equip-ment that can operate at both plantingand harvesting time. In west-centralMichigan, a number of farmers have cometo rely on equipment from Holton-basedVogel Engineering.

Established in 1986, Vogel Engineeringis a good example of a typical specialty agequipment manufacturer. Growing up ona farm, founder Wayne Vogel decided heliked making specialized equipment morethan farming and started the business thatnow employs about a dozen people,including several Vogel family members.

The company specializes in custom farmmachinery, including cucumber and carrotharvesters, butternut squash harvesters,beet harvesters, celery harvesters, blueber-ry harvesters, root digging harvesters, aswell as motorized dollies for moving hous-es, aluminum docks and boat lifts.

Vogel Engineering uses well-recognizedcomponents in its machines, includingJohn Deere diesel engines and cabs, and

Eaton hydraulics. And along with its newmachinery, the company is also active inretrofitting existing machinery with newtechnology.

A prime example of the company’s retro-fit capabilities came when a Vogel equip-ment customer sought to improve the per-formance of a mechanically driven seedplanter. The customer was looking for animprovement from the machine’s chain-based mechanical drive system, which wascumbersome and did not allow for operat-ing speeds to be easily adjusted in responseto changes in ground conditions.

Working with DTS Fluid Power ofGrand Rapids, Mich., Vogel replaced themechanical system with a hydraulicpropulsion system that was engineered toallow seeds to be planted at a rate propor-tional to vehicle speed.

“I realized that the application was a nat-ural fit for Eaton’s new EFX electronic con-troller,” said Brian Burgess, an engineer atDTS, which supplies a wide range ofhydraulic components from the likes ofEaton, Energy, Cassappa and Poclain, me-chanical drive components from Auburn

Gear, Durst and others, as well as a range ofother components to OEM customers inMichigan and the northern counties ofIllinois, Indiana and Ohio. “An electrohy-draulic design would enable the planterto automatically increase or decrease theplanting rate as the vehicle speed changes,as well as enable the operator to adjust therate for varying conditions.

“However, because Eaton’s EFX con-troller and accompanying software wereall new to us, we needed to sell ourselveson them first and then sell the customer.”

The machine was a Vogel design fromthe 1970s, incorporating a CumminsL10 diesel rated 300 hp. The enginedrove a hydraulic system, which throughan array of chain drives provided pro-pulsion and working functions for theplanter assembly.

DTS had a two-month window tofamiliarize itself with the Eaton EFXtechnology and engineer it into thedecades-old machine. Burgess was sup-ported by Eaton electronics engineerswho designed an electrohydraulic system


HELPING CARROTS TAKE ROOT

Mob

ileH

ydra

ulic

s

RETROFIT OF 1970S-ERA PLANTER DEMONSTRATES THE CAPABILITIES OF ELECTROHYDRAULIC CONTROL TECHNOLOGY

This 1970s-era carrot planterbuilt by Vogel Engineeringwas significantly upgradedthrough a retrofit that includ-ed the installation of Eaton’sEFX controller and ControlF(x) software.


DPNA482.qxp 5/3/10 10:24 AM Page 1

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utilizing an Eaton EFX 1612 electroniccontroller and Eaton’s Control F(x) pro-gramming software.

“Although we are very knowledgeableabout Eaton hydraulic components, cre-ating control programs and integratingEaton electrohydraulic products requireda leap of faith,” Burgess said. “However,we decided that if we didn’t move onefoot forward into progressive hydraulicsolutions, we wouldn’t be moving any-

where, so we took the plunge into electro-hydraulics and ran with it.

“The Eaton F(x) team educated us andVogel on the software, components andelectrohydraulic circuitry, and workedalongside us in designing the system.”

After assessing the functionality of thesystem and straightforward operator in-terface, Vogel gave DTS the approval tobegin system installation work on theseed planter. Final tweaking and adjust-

ments were made on a carrot field headland.In two seasons of planting, the retrofit-

ted seed planter demonstrated increasedproductivity over the previous mechani-cal design, and Vogel is likely to employsimilar systems on more of its machines.

DTS is also seeking more applications forEaton electrohydraulic products. “Distrib-utorships that are considering taking on theproducts should not be apprehensive,”Burgess noted. “Yes, the products are com-plex, but they are not overwhelming.

“With Eaton’s support, we can nowoffer controllers and software packagesthat we previously obtained from outsidesources. The potential of Eaton electrohy-draulic products is very exciting and willenable us to provide complete systemsolutions for our customers.” dp


An operator adjusts theplanter speed using theEaton EFX controller’sclosed-loop, automatic track-ing mode. The closed-loopprogram was created byDTS Fluid Power usingEaton’s Control F(x) pro-gramming software.

To Request More InformationOn This Company Go To

DIRECTLINK

at www.dieselprogress.com


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FW Murphy has released new plug-and-go instrument cluster packages that arespecially designed to meet the de-

manding conditions encountered on off-highway equipment. The new instrumentclusters are intended to offer OEMs a drop-in solution within a flexible design, allowingthem to customize the display, gauges,lamps, I/Os, etc. Manufacturers can addinputs/outputs as well as choose between atraditional gauge display and an easy-to-readgraphic LCD screen, the company said.

“The real value of this new product is thatit allows manufacturers to have an instru-ment cluster tailored to meet their exactspecifications,” said David Gregory, productmanager at Murphy. “With our instrumentclusters, a manufacturer can drop it intotheir machine and know it will work be-cause it has been customized to fit their spe-cific application.”

Murphy’s new instrument clusters allowmanufacturers to choose what engine infor-mation they want to display, as well as howthey want it displayed. In addition toexpandable I/Os, manufacturers can addtheir own branding, CAN data and indica-tors. The company said that the flexibility ofits design gives OEMs all the benefits of acustom instrument cluster with minimalnonrecurring engineering costs.

“In the past, OEMs were forced to workwithin the confines of a predeterminedinstrument cluster design,” said Gregory.“With our new instrument clusters, we are

giving OEMs the opportunity to have aproduct customized to their individualneeds without the high cost typically asso-ciated with custom instrument clusters.”

For improved durability and reliability,Murphy said that its instrument clusters

FW MURPHY’S CUSTOMIZABLE INSTRUMENT CLUSTERS SIMPLIFY ASSEMBLY ANDOFFER GREAT FLEXIBILITY IN THE CHOICE OF DISPLAY, GAUGES, LAMPS AND I/OS

Custom Plug-And-Go Instrument Clusters


DIRECTLINK


incorporate a wide storage/operating tem-perature range, high-impact protective cas-ing with an IP66 environmental sealing andvibration specifications equipped to handlethe most demanding applications. The in-strument clusters are designed to work withboth CANbus and mechanical engines, thecompany said.

FW Murphy, established in 1939, is an ISO9001-registered manufacturer offering a widerange of products and services for compre-hensive equipment management and control,especially J1939 instrumentation products.

Typical applications on which Murphy’sproducts can be found include off-highwayand construction equipment, standby gen-erator controls, irrigation and water pump-ing, and gas compression machinery.

Murphy showed the instrument clustersalong with its latest products at the Ag-ricultural Machinery Conference in CedarRapids, Iowa. dp

q Combined filter/water separator units for pre-filter and final filter installations

q All diesel applications-on-highway, agricultural, construction, industrial

q Choice of filter media from 150 microns to 2 microns

q Efficiency up to 99% for today's common rail systems

q Optional add-on modules: see-thru water bowl, electronic water sensor, electric heaters, electric transfer pumps, hand priming pump, filter change indicator

q Tool-free and no-spill element change

q Specified by over 60 major OEMs

We’ll build & brand a filter for your OEM application. For more information call or visit our web site.

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DPNA468.qxp 5/4/10 11:07 AM Page 1


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GE has announced what it called a keymilestone in the development of a propri-etary silver-based hydrocarbon lean-NOxcatalyst (HC-LNC) aftertreatment solutiondesigned to reduce NOx emissions fromdiesel engines. Through a joint developmentwith GE, Tenneco and Umicore, research-ers have demonstrated NOx conversions onan engine between 85 to 95% using E85 asthe reductant. The HC-LNC system reducesNOx emissions as effectively as urea-basedSCR systems and provides an option to thosemarket segments seeking an alternative tourea-based selective catalytic reduction(SCR) technology, GE said.

GE’s HC-LNC technology has been underdevelopment since 2001, and the companyplans to commercialize its technology throughlicensing agreements. Tenneco is currently inan exclusive period with GE to develop andcommercialize aftertreatment systems con-taining GE’s proprietary HC-LNC catalyst forcertain applications, including on-road andoff-road vehicles, and is the first licensee ofGE’s HC-LNC technology to manufacture sys-tems. Umicore has been granted a technologylicense for manufacturing the HC-LNC cata-lyst to supply aftertreatment system licensees.

The three companies are currently collab-orating on the production of fully integratedsystems for markets ranging from Class 8trucks to small tractors and forklifts, and areon track to deliver commercial aftertreat-ment systems in 2011 that are highly effec-tive at reducing NOx using either diesel fueland/or E85 as the reductant.

Electro-Motive Diesel (EMD) announcedthat it received IMO Tier 2 emissions certifica-tion for its 710GC-T2 engine family for C1,D2, E2 and E3 duty cycles. In addition tobeing IMO Tier 2 certified, the EMD enginesare U.S. EPA Tier 2 certified as well as being

certified by ABS, DNV, BV, Lloyds, CCS andKR classification societies, the company said.

TRP Aftermarket Parts has introducedCleanBlue diesel exhaust fluid (DEF), whichis designed for use in diesel-powered vehiclesthat use selective catalytic reduction (SCR)technology to reduce nitrogen oxide (NOx)emissions. According to TRP, CleanBlue isdesigned be used in all SCR aftertreatmentsystems regardless of engine manufacturer.

Durham School Services, which trans-ports students throughout the United States,has placed an order with Daimler TrucksNorth America (DTNA) for 288 Saf-T-LinerEF school buses with SCR technology.Delivery of the vehicles, which are made byThomas Built Buses, is scheduled to com-mence late this month. The buses will be usedfor transporting public school students inIndianapolis, Ind. Thomas Built Buses is thelargest supplier of type C and D full-size schoolbuses for Durham School Services, for which ithas provided school buses for more than 20years. Durham School Services, which part-ners with many school districts in 29 states,operates a fleet of more than 13,500 buses.

HJS Fahrzeugtechnik has announced itsoff-road product strategy. As stricter emis-sions limits come into force in 2011 for PMand in 2014 for NOx, for mobile machineryand stationary applications, the companydisclosed its product range for originalequipment manufacturers and for retrofitprojects. HJS said PM limits can be met withits diesel particulate filter (DPF) systems. ForNOx reduction, HJS said it will offer a selec-tive catalytic reduction (SCR) system, whichis designed to reduce NOx by up to 90%.

Adaptive Materials, a company thatdevelops and manufactures solid oxide fuelcells, was recently awarded a $4.7 millioncontract to develop a 300 W fuel cell system

for the U.S. Department of Defense. This con-tract award also includes three option phasesthat, if awarded, could include delivery ofmore than 100 fuel cells, increasing the totalvalue of the contract to $5.6 million.Adaptive Materials’ fuel cell systems are beingdesigned to serve as a portable battery charg-er capable of charging up to six batteriessimultaneously. These six batteries can be anycombination of lithium ion batteries used bythe U.S. Army for its field operations.

The State of California is offering up to a$5000 tax rebate for consumers looking topurchase a light-duty electric vehicle. Theseincentives are part of California’s CleanVehicle Rebate Project, a program created in2007. The new CVRP launched in earlyMarch and succeeds the Fueling AlternativesProgram, which ended in May 2009.Although scheduled to run through 2015, theCalifornia Air Resources Board expects fund-ing to be depleted well before that date.

BAE Systems said it plans to develop azero-emissions bus for a Southern Californiaregional transit agency under a project todemonstrate the commercial feasibility of fuelcell technology. Under a planned work effort,the company will serve as systems integratorto deliver the vehicle to SunLine Transit in aneffort funded by the Federal TransitAdministration, CALSTART, California AirResource Board and California South CoastAir Quality Management District. The fuelcell bus will demonstrate technology that canreduce dependence on diesel fuel and com-pressed natural gas, BAE said. It is scheduledfor delivery in December 2011. dp

GE Cites Milestone In Lean-NOx Catalyst Effort … EMD Gets Tier 2 Certification …

288 SCR Buses For Durham …


FOR UP-TO-THE-MINUTE

EMISSIONS NEWS, TURN TO

DIESEL PROGRESS ONLINE.www.dieselprogress.com

EMISSIONS & ALTERNATIVES Covering Fuel Cells And Other Emerging And Alternative Technologies

DPNA466.qxp 5/4/10 9:10 AM Page 1


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Ashtead Technology Rentals is a sup-plier of rented technical equipmentutilized in a wide range of diverse

markets, from construction and utilitiesto refineries and manufacturing. Recently,the company worked with Siemens In-dustrial Turbomachinery Ltd. (SITL) torent a testo 350 XL emissions analyzer tomeasure combustion emissions from aturbine installed on a natural gas rig.

Ashtead Technology provides a range ofinstrumentation and products for rent forenvironmental monitoring, nondestructivetesting (NDT), remote visual inspection(RVI), offshore survey and positioning,subsea construction and specialty gases.

The company rents a variety of analyz-ers, detectors, monitors and samplers forenvironmental protection and industrialhygiene applications. The company’sproduct offering encompasses tools foracoustic emissions, thickness meters,ultrasonic scanning and recording sys-tems, handheld eddy current inspectiondevices, magnetic particle inspection,thermography and electro-techniques.

As part of the Siemens group, SITLdesigns, manufactures, installs and pro-vides lifetime support for gas turbines usedin industrial power generation and the oiland gas industry. SITL partnered withAshtead Technology on behalf of a clientthat required monitoring of levels of NO,NO2, CO, O2 and temperature, said GuySimpson, SITL group leader, Performance.

“One of the main targets was to ensurethat emissions from the gas turbines wereat acceptable levels,” said Simpson. “Theacceptance criteria were set by our clientin line with their own global environmen-tal standards. In this instance, we neededto monitor emissions from the exhausts ofthe two gas turbines.

“When it came to deciding how we

or saved by PC downloading. A completePeltier gas preparation unit for controlledcondensate removal is also standard.

The testo 350 XL combustion analyzerrental package includes a 12 in. heatedprobe with 7 ft. hose, spare filters, software,certificate of calibration, operating manualand carrying case. It can be used to adjustindustrial burners, measure concentrationsin crude and clean gas over long periodsand measure emissions from diesel enginesand generators. The unit weighs 9 lb. andhas 16 in. x 11 in. x 4 in. dimensions.

Ashtead Technology offers a significantrange of emissions monitoring equipmentfor a variety of monitoring categories.Included in its combustion analyzer line-up are the Ecom A+ portable combustionanalyzer, Ecom AC portable emissionsanalyzer, testo 330-2 flue gas analyzer,testo 335 combustion analyzer, Ecom J2Kportable emissions analyzer, Horiba VIA-510 gas analyzer and Ecom J2KNportable emissions analyzer. dp


Clean Air For RentASHTEAD TECHNOLOGY RENTALS PROVIDES BROAD RANGE OFEMISSIONS-MONITORING TECHNOLOGIES FOR DIVERSE MARKETS

To Request More Information On This Company Go To

DIRECTLINK


would measure the emissions, we contact-ed Ashtead Technology because we knewthat renting would be a more affordableoption as opposed to buying monitoringinstrumentation. We discovered thatanother benefit of renting was that theinstrumentation arrived fully calibratedand ready to use. In addition, the technicaladvice we received from Ashtead beforethe project started was extremely useful.”

Employing smart sensor technology,the handheld testo 350 XL combustionanalyzer is designed to provide compli-ance level accuracy. It is powered by arechargeable NiMH battery for up to twohours continuous operation with aninternal datalogger and a built-in printerwith touchscreen technology.

Available for rent or hire from AshteadTechnology, the testo 350 XL combustionanalyzer has sample conditioning tech-nology and electrochemical sensors. Theanalyzer measures O2 (zero to 25%), CO2

(zero to 10,000 ppm), NO (zero to 3000ppm), NO2 (zero to 500 ppm), SO2 (zeroto 5000 ppm) and temperature (-40 to2192°F) and calculates CO2 (zero to CO2

maximum volume percentage) and effi-ciency (zero to 100%).

The readings can be printed onboard

The testo 350 XL emissions ana-lyzer is one of a range of combus-tion analyzers available for rentfrom Ashtead Technology Rentals.Ashtead Technology provides arange of instrumentation andproducts for rent for environmen-tal monitoring, nondestructivetesting (NDT), remote visualinspection (RVI), offshore surveyand positioning, subsea construc-tion and specialty gases.

DPNA480.qxp 4/30/10 11:33 AM Page 1



Aristo.indd 1 5/3/10 2:24:07 PM


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T argeting the power generation in-dustry, Combustion ComponentsAssociates Inc. (CCA) has launched

the Trim-Nox series of selective catalyticreduction (SCR) urea injection systemsfor diesel engines. Designed to reduce NOxemissions from stationary engines in the200 to 4023 hp size range, the Trim-Noxsystem is offered in an LT series for small-er engines (200 to 805 hp) and an XLseries for larger engines (1006 to 4023 hp).

Based in Monroe, Conn., CCA is aglobal provider of air pollution controltechnologies for the power generationand transportation industries. Appli-cations for its products include utilitypower plants, paper and pulp mills,chemical plants, oil refineries, ethanolproduction facilities, stationary, marineand mobile engines.

While CCA specializes in in-furnaceboiler emissions control technologies, theintroduction of the Trim-Nox series ureainjection system targets stationary inter-nal combustion engines, and the system isdesigned to reduce NOx emissions bymore than 90%.

The design of the Trim-Nox SCR sys-tem meters precise amounts of urea intothe exhaust stream of diesel or lean-burnnatural gas engines. When injected intothe exhaust gas stream, urea thermallydecomposes to ammonia and reacts withNOx across a catalyst located downstreamof the injection point, breaking the NOxdown to nitrogen and water.

The proprietary injection system isdesigned to achieve optimum urea distribu-tion, CCA said. It is an airless system with-out an atomizing medium such as steam or

just four primary components including atank (on which the engine control unit,pump, filter, level and urea pressure sen-sors are mounted), an injector, the cata-lyst housing and a wiring harness.

Developed as a pre-packaged system,the Trim-Nox system allows for remotemonitoring and can be custom designedto fit any stationary engine configuration,the company said. It also has minimumammonia slip and a series of safety shut-down and alarm systems.

Both the LT and XL series use a PLC-based controller with a touchscreen dis-play panel to allow for precise control ofCCA’s patented airless urea injector formaximum NOx reduction and minimumreagent consumption.

The LT injection system is scaled downin features to make it price competitive inthe small engine market while the XLseries offers additional features and op-tions such as data logging, reagent flow-meters, remote communications capabili-ties, closed-loop control and additionaloperator displays and system status forlarger prime power or standby engines.

The LX series uses a urea bulk tank,injection module, catalyst module, mixer,


Trimming NOx From Stationary EnginesCOMBUSTION COMPONENTS ASSOCIATES’ NEW TRIM-NOX SCR TECHNOLOGY TARGETS DIESELS IN POWER GENERATION

compressed air. It uses programmable elec-tronic controls to control the urea injectionrate as a function of engine parameters suchas rpm, load or NOx output.

Urea injection begins at 482°F exhaustgas temperature, which enables the ther-mal decomposition of urea to ammoniaupstream of the catalyst. The patentedSelf-Learn system monitors key engineparameters and automatically populatesthe injection strategy map so that the sys-tem operates at peak performance underall conditions.

The Trim-Nox SCR system comprises

The Trim-Nox selective cat-alytic reduction (SCR) ureainjection systems fromCombustion ComponentsAssociates Inc. targets sta-tionary applications rangingfrom 200 to 4023 hp.

DPNA472.qxp 5/3/10 10:32 AM Page 1

inlet duct, reactor, stack and airless ureainjector. The LT system has a urea storagetote, PLC-injection module, airless ureainjector, commercial mobile SCR catalystadapted for stationary use, inlet, mixingduct, reactor and stack.

Recent testing of the Trim-Nox SCR sys-tem on a Tier 1 certified Cat 185 kW gener-ator demonstrated NOx reductions of up to95%, CCA said, with NOx emissionsreduced to 0.3 g/hp-hr. The test alsoshowed NOx reduction was maintainedabove 85% over the load range of the enginewith exhaust temperatures above 500°F.

The Trim-Nox system is scalable for arange of engine sizes, CCA said. The XLinjection system was recently introducedand is in commercial operation on a num-ber of diesel fuel and natural gas-firedengines in the 2012 to 3353 hp range. Todate, the company has 148 Trim-Nox sys-tems installed worldwide.

Recently, CCA announced that it waspart of a $2.7 million award of an air pol-lution control contract. The award in-cluded six SCR systems for stationarydiesel engines using CCA’s airless ureainjection system. The CCA system al-lowed for the injection of nonhazardousurea solution directly into the exhaustduct of the engine in close proximity tothe catalyst for the control of NOx emis-sions. This, CCA said, avoided hazardsassociated with transport and storage ofammonia or the need for complex on-siteequipment for the conversion of urea toammonia prior to injection.

The SCR systems will be applied to two2.2 MW existing diesel engines by aNortheastern utility looking to operateolder engines during peak demand periods.Four systems will also be applied to new

2.5 MW diesel engine gen-sets that will beoperated to meet peak power demand byan East Coast commercial customer.

CCA offers a broad suite of technolo-gies that includes low NOx burners,SNCR, SCR and combustion modifica-tions such as over fire air and flue gasrecirculation. These product offerings arecomplemented by in-house capabilities incomputational fluid dynamic modeling, alaser-based spray lab for injector develop-ment, a diesel engine test facility and


The design of the Trim-Nox SCR system meters pre-cise amounts of urea into the exhaust stream of dieselor lean-burn natural gas engines. The proprietaryinjection system is designed to achieve optimum ureadistribution. It is an airless system without an atomiz-ing medium such as steam or compressed air. It usesprogrammable electronic controls to control the ureainjection rate as a function of engine parameters suchas rpm, load or NOx output.


DIRECTLINK


mobile emissions testing laboratories forboiler tuning and performance testing.

CCA’s corporate headquarters is inMonroe, and the company also operatesHolmes Tools & Engineering Inc., with a20,000 sq.ft. manufacturing facility inBonifay, Fla., as a wholly owned sub-sidiary. The Florida facility has high-speed precision CNC turning and millingcenters, along with a full complement ofbending, forming, cutting, shearing andwelding equipment.

Trim-Nox sales are handled direct fromMonroe with distributor Advanced PowerTechnology in Setauket, N.Y., handlingsales in New York, New Jersey, Penn-sylvania, Maryland, Virginia, Delaware,Massachusetts, Connecticut, Rhode Island,Vermont, New Hampshire and Maine. dp


DPNA472.qxp 5/3/10 11:40 AM Page 2



http://www.nahi.com

Virtually all of the heavy-duty truckmanufacturers have developed —or are in development on — diesel

hybrid trucks and trucks powered exclu-sively by batteries. Vision Motor Corp.,Santa Monica, Calif., has taken thingseven further with its Tyrano Class 8 trac-tor powered by a hydrogen fuel cell.

Like electric trucks, the fuel cell-pow-ered Tyrano produces no emissions beyondwater vapor and it operates virtually silent-ly. While transit buses powered by fuel cellsare already in service in several cities

lithium batteries positioned behind thetractor cab. As it is a series hybrid, thebatteries are used to drive an electricmotor that powers the rear axle. The bat-teries can also be charged through a plug-in charging system.

According to Vision Motors, the Tyranodrive system can deliver up to 3300 lb.ft.of torque, well above the torque level ofmost diesels used in Class 8 trucks. Inaddition, maximum torque is availableover the entire rpm range.


Fuel Cells Take A Big Step UpTYRANO DRIVE SYSTEM USED TO POWER CLASS 8 TRUCK; SYSTEM OFFERS PEAK RATINGS TO 536 HP, RANGE TO 400 MILES

BY BILL SIURU, PHD, PE

around the world, the Tyrano is among thefirst to take the concept to a Class 8 truck.

The Tyrano truck incorporates a basicFreightliner Classic chassis fitted with aday cab. Other configurations are possi-ble, the company said, since the trucksare custom assembled in SouthernCalifornia. HyPM 16 fuel cell modulesfrom Canada’s Hydrogenics replace thediesel engine under the hood, and hydro-gen — compressed at 7350 psi — isstored in tanks located along the frame.The fuel cell is used to charge Voltronix

Except for the box holding the lithium-ionbatteries behind the cab, the fuel cell-poweredTyrano Class 8 truck looks like any otherFreightliner Classic with a day cab.


DPNA405.qxp 5/3/10 3:36 PM Page 1

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Our engineers design custom solutions that specifi cally cater to your equipment, not the other way around. With MICO, you get the highest quality hydraulic components and the confi dence of working with an ISO certifi ed company that strives to develop new technology — like the fi rst full-power hydraulic brake system with ABS.

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UTC’s Power PureMotion Model 120 fuel cells have demonstrated strong fuel cellstack durability in three AC Transit hybrid-electric transit buses operating inCalifornia. The vehicles have operated for over 5000 hours with the original cellstacks and have amassed more than 213,000 operating miles.

As a mobile and stationary powertechnology, fuel cells offer lots ofpromise, but significant chal-

lenges remain. Two key technical chal-lenges are durability and ability to startin very cold weather. But if some recent

developments are any indication, solu-tions could be on the horizon.

UTC Power’s latest-generation Pure-Motion Model 120 fuel cell systemshave demonstrated strong fuel cellstack durability in three AC Transit

Overcoming Fuel Cell Technical ChallengesThe prototype Tyrano system is rated

402 hp, but the company said the pro-duction version will offer a peak ratingof 536 hp. The prototype truck has a 13-speed manual transmission, but the fullproduction version uses direct driverequiring no transmission, Vision Mo-tors indicated.

The Tyrano truck has a GVWR of80,000 lb. With the standard 36.3 lb. ofhydrogen, the operating range is 150 to200 miles, the company said. Anoptional 72.6 lb. fuel capacity extendsthe range to 350 to 400 miles. Hydrogenrefueling takes 5 to 10 minutes, thecompany said.

Series production of the Tyrano truck— albeit on a “to order” basis — is slat-ed for the first half of this year. Visionhas a distribution agreement with LosAngeles Freightliner and Velocity VehicleGroup. Los Angeles Freightliner is theauthorized dealer in Southern Californiaand will handle warranty, service andrepair programs.

Vision said it expects the first Tyranotrucks will be purchased by the Port ofLos Angeles, where they will be evaluated

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oratories will help with data collectionand analysis.

Tyrano sales are now limited to fleetoperators who have truck clusters per-forming regional delivery where thetrucks return to a yard on a daily basisand can be refueled with hydrogen.Vision is adding more hydrogen storageand range could be extended to 800 or1000 miles before vehicle weight wouldbecome an issue.


DIRECTLINK


FedEx is also testing a tractor poweredby the Tyrano drive system. The FedExTyrano will be tested for one year to eval-uate the operational suitability of theVision Tyrano technology. dp

hybrid-electric transit buses servicingthe greater Oakland, Calif., area. Thevehicles have operated for over 5000hours with the original cell stacks andno cell replacements. The buses haveamassed more than 213,000 miles, withan average fuel economy that is reportedto be 65% better than diesel buses run-ning on the same routes and duty cycles.

UTC’s latest-generation proton ex-change membrane (PEM) fuel cell sys-tems have delivered more than 350,000miles of commercial service for city tran-sit bus fleets in the U.S. and Europe, thecompany said.

The new Mercedes-Benz B-Class F-Cell has shown cold-start capabilitydown to -13°F. The system features anew humidification system consistingof hollow fibers designed to ensure thatwater no longer freezes in the stack,thus impairing cold-start ability.

This was a problem with the first-gen-eration fuel cell used in the previous A-Class F-Cell. At temperatures as low as5°F, the B-Class F-Cell starts just asquickly as the very latest diesel engines,Mercedes-Benz said. A dedicated operat-ing strategy helps ensure the fuel cellstack reaches its optimum operating tem-perature of around 176°F as quickly aspossible each time the vehicle is started.

Mercedes-Benz said it will lease about200 fuel cell-powered F-Cell cars in theU.S. and Europe, equally divided betweenthe two locations. This F-Cell vehicle isbased on the B-Class, four-door hatch-back that is not marketed in the U.S. Mostof the 100 U.S.-bound F-Cell cars will goto California, which has the most devel-oped — albeit still quite small — hydro-gen refueling infrastructure in the U.S. dp

on their suitability for short- and medi-um-distance drayage operations andother similar applications. Testing willinclude different loads, road conditionsand travel distances. Local drayagetrucking companies will assist with thedemonstration over the next 12 to 18months, and the University of Cal-ifornia at Riverside’s College of En-gineering Center for Environmental Re-search and Technology (CE-CERT) lab-

DPNA405.qxp 5/3/10 3:38 PM Page 3


http://www.tuthill.com


T echnical computing and model-based design software developerThe MathWorks has announced

Release 2009b of its MatLab andSimulink product families. The R2009brelease includes features for faster per-formance and enhanced handling oflarger data sets. It also builds on compo-nent-based modeling features in Simu-link, and has 83 other updated products,including the PolySpace code verifica-tion products.

The MatLab software is a programmingenvironment for algorithm development,data analysis, visualization and numericcomputation. It was designed to allowusers to perform computationally inten-sive tasks faster than with traditional pro-gramming languages such as C, C++ andFortran. MatLab can be used for signaland image processing, communications,control design, test and measurement,financial modeling and analysis, andcomputational biology.

For additional functionality, Math-Works has developed MatLab with aseries of optional add-on toolboxes,designed to extend the program’s environ-ment. A number of features are availablefor documenting and sharing work,allowing MatLab algorithms and applica-tions to be distributed among users andlanguages.

The MathWorks’ Simulink program is agraphical environment for simulation andmodel-based design of multidomaindynamic and embedded systems. It hasan interactive graphical environment anda customizable set of block libraries toallow users the ability to design, simulate,implement and test a variety of time-vary-

ing systems, including communications,controls, signal processing, video process-ing and image processing.

Simulink is offered with a range ofmodeling domains and tools for design,implementation, and verification and val-idation tasks. It is integrated with MatLabto provide immediate access to an exten-sive series of tools to develop algorithms,analyze and visualize simulations, createbatch processing scripts, customize themodeling environment, and define signal,parameter and test data.

Key highlights of MathWorks’ R2009bupdate for the MatLab product familyinclude extended support for multicoreand multiprocessor systems. The MatLaband Image Processing Toolbox now offermore multithreaded implementations offunctions while the Statistics Toolbox hasadded parallel computing support forseveral functions.

For users with larger data sets, MatLaboffers the ability to perform FFTs on datasets larger than 2 GB. The ImageProcessing Toolbox now features a func-tion to support processing of arbitrarilylarge TIFF images, and the ParallelComputing Toolbox includes a new inter-face for working with large data sets thatare distributed across a cluster.

For model-based design, the R2009brelease enables Simulink users to capturedesign variants in models and switchbetween model-wide configurations tobetter manage design alternatives andreuse. Engineers are able to simulate andgenerate embeddable code from MatLabprograms and Simulink models contain-ing arrays that dynamically change sizeover time, which are useful for applica-tions such as object detection and motiontracking, MathWorks said.

The new release is available immediate-ly and is being provided to users withcurrent subscriptions to The MathWorksSoftware Maintenance Service.

The MathWorks is headquartered inNatick, Mass. Its MatLab and Simulinkproducts are used by over 1 millionengineers and scientists in more than100 countries. The company also pro-duces more than 80 additional tools forspecialized tasks such as processingimages and signals, and analyzing finan-cial data. dp


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The MathWorks has launched the2009b release of its MatLab and Si-mulink design programs. Shownhere is its Simulink system.

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DPNA334.qxp 4/30/10 11:36 AM Page 1


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Rotary Position SensorsPiher North America has introduced a non-contacting programmable Hall effect rotaryposition sensor that incorporates a pro-grammable switch function designed toprovide maximum design flexibility. ThePSC-360 sensor’s switching point can beprogrammed at any angle and can be usedas an indicator for multi-turn applications,the company said. The PSC-360 sensor isengineered to offer high temperature capa-bilities with operational performancebetween -40° to 300°F and high accuracyover 360º at 0.5%. The bushing/panelmount style sensor features a standard 0.25in. “D” Flat shaft in a low-profile packageof 0.15 in. Other PSC-360 performance

characteristics include linearity of ±1% absolute (0.5% upon request), selectable analog(ratiometric), PWM, or serial protocol, up to 14-bit angular resolution, 40-bit ID numberand self-diagnostics.


Axial Piston MotorsNorth American Hydraulics and S.A.M.Hydraulic have introduced the new SH7Vaxial piston motor, which has been devel-oped for heavy-duty hydraulic transmis-sions. The SH7V offers displacementoptions from 3.72 to 9.81 cu.in., as well asimproved performance with higher powercapability, optimized efficiency at highand low speeds, and a five to one ratio be-tween the minimum and maximum dis-placement, the company said. The SH7Vmotor can also operate at zero displace-ment. According to the companies, SAE output mounts are available, as well as flushingvalves and various pressure controls.


Digital Force Gauges

Omega has released its new DFG31 dig-ital force gauges. According to Omega,the DFG31 is equipped with a high-res-olution dot matrix LCD, which supportsa variety of gauge functions includingnormal and peak readings. The DFG31is available in seven ranges from 2 to500 lb. of force and features a measure-ment accuracy of greater than 0.25%full scale. It is a CE-compliant product,battery operated, includes an NIST cali-bration certificate and can be set up todisplay in English, Spanish, French andother languages. The gauges are idealfor applications requiring general forcemeasurement.

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Marine Engine CertificationCummins Inc. has announced that its QSK60 HPI auxiliary engine has beencertified to IMO Tier 2 emissions standards. With this, the 60 L, V-16 enginejoins the company’s existing lineup of IMO Tier 2-compliant propulsion andauxiliary engines from 104 to 2547 hp. The QSK60 incorporates theCummins high-pressure injection (HPI) electronic fuel system and the samelubrication, cooling, air handling and exhaust systems as the IMO Tier 1product. However, a minor calibration has allowed for emissions reductionwithout significantly impacting fuel consumption, Cummins said. The com-pany also stated that the auxiliary and gen-set applications will be available inratings of 2095 hp at 1500 rpm, and 2547 hp at 1800 rpm, making themsuitable for diesel electric vessels.



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Cub Cadet is charging into 2010with three new tractors from twoof its brands, Cub Cadet Yanmar

and Cub Cadet Commercial. Cub CadetYanmar has expanded its line of compacttractors with the Sx3100 model and itsline of sub-compact tractors with theSc2450 tractor. Cub Cadet Commercialhas extended its Tank S series with theTank S D and Tank S LP machines —diesel and liquid propane (LP) alterna-tives to the Tank S series.

Cub Cadet Yanmar’s Sx3100 tractor wasdesigned with the company’s drive-overSelect Cut System deck and a curved boombackhoe and loader for tasks ranging fromlight construction and nursery work toroutine maintenance and lawn care. Thedrive-over Select Cut System lets operatorsdrive over the cutting deck and attach it ina few simple steps without removing thebackhoe’s subframe, said Cub CadetYanmar. The 60 in. deck also features a fullfloat height control, an adjustable cuttingedge and a reinforced commercial drivesystem for use in a variety of grasses.

The Sx3100 tractor is powered by athree-cylinder direct-injection Yanmardiesel engine rated 31.2 hp at 2500 rpm.The engine is equipped with a T. Rad Co.Ltd. radiator and drives a two-rangehydrostatic transmission that offers infi-nite ground speeds without shifting andselectable two-wheel drive or four-wheeldrive engagement.

The fully hydraulic power steering andboom are driven by an open centerhydraulic system with a main pumpcapacity of 4.8 gpm at 2500 rpm. Thedrive pump is supplied by KanzakiKokyukoki Manufacturing Co. Ltd. Theboom operates with a 5 gpm flow and arelief valve rate of 2417 psi.

The boom loader has a maximum liftheight at the pivot point of 85 in., digdepth of 4 in. and lift capacity of 964 lb.The boom backhoe has a dig depth of 81in., load height of 64 in. and digging forceof 2306 lb. at 2250 psi.

The Sx3100 tractor weighs 1973 lb.(with ROPS) and sits 55.6 in. wide and 109in. long. It will be available for purchasefrom Cub Cadet Yanmar dealers this spring.

The second new introduction from theCub Cadet Yanmar brand is the sub-com-pact Sc2450 tractor. This builds on to theexisting Sc2400 model, adding an integrat-ed backhoe machine. It was designed forcommercial users and landscape profes-sionals for trenching, grading, light excava-tion, landscaping and material handling.

The Sc2450 tractor is powered by athree-cylinder, indirect-injection Yanmarengine rated 24 hp at 3300 rpm and out-fitted with a T. Rad Co. Ltd. radiator. Theengine was designed with a combustionchamber that allows the air charge toenter at a higher volume and greater pres-sure, creating a better fuel mixture, thecompany said. The engine is reversemounted to draw clean air from the oper-ator’s area and push it toward the front,keeping the engine cleaner and directingheat away from the operator.

The hydrostatic two-speed transmis-sion features the company’s Shift-on-the-Go technology, which allows the operatorto shift from high to low without stoppingor disengaging the cruise control, said


CUB CADET UNVEILS THREE NEW TRACTORS

TURFEQUIP

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DPNA379.qxp 5/3/10 5:32 PM Page 1

Cub Cadet Yanmar hasadded the Sx3100 modelto its compact tractorline. The new tractor wasdeveloped for applica-tions ranging from lightconstruction and nurserywork to routine mainte-nance and lawn care. It ispowered by a 31.2 hpdirect-injection dieselengine from Yanmar.

Cub Cadet Yanmar. It also features selec-table four-wheel drive for additional trac-tion in more difficult terrain. Maximumtravel speed in high gear is 9.3 mph andlow gear is 6 mph.

An open center dual-pump hydraulicconfiguration controls the implementsand drive with a 7.1 gpm flow capacity.To reduce loss of power in implementoperation, the drive system and imple-ments are powered separately. A 3.6 gpmpump supplies power for the steering,SCV, backhoe and three-point hitch. Thesecond 3.5 gpm pump, from Kanzaki

Kokyukoki, supplies power to the trans-mission and hydraulic power take-off.

The backhoe attaches via a four-pointmounting system, enabling it to beswitched out with a midmount mower. Inaddition, the backhoe also features a floatposition, making fine leveling and gradingeasier, said Cub Cadet. To switch frombackhoe to loader operation, the seat canbe turned around by releasing the seat lock.

The boom loader has a lift height of 71in., a 6 in. dig depth, 5 cu.ft. bucketcapacity, 1350 lb. of breakout force and arelief valve rated at 1780 psi. The boombackhoe has a dig depth of 76.5 in. and1850 lb. of digging force. The machineweighs 2525 lb. and sits at 44.5 in. wideand 172.5 in. long including the loaderand backhoe. It became available for pur-chase in the fall of 2009.

Cub Cadet Commercial has expandedits Tank S series by offering the zero-turnriders with either a diesel or LP option.The diesel option uses a 1.33 L three-cylinder Yanmar OHV engine rated 31.2hp and developing 63.9 lb.ft. of torqueat 1200 rpm. A ThermaSys Corp. radia-tor and Dana oil cooler are equippedwith the engine. The LP version featuresan 852 or 999 cc vertical air-cooledKawasaki engine.

Both Tank S series zero-turn riders aredriven via dual Hydro-Gear pumps toParker wheel motors, producing groundspeeds up to 11 mph forward and 5 mphfor reverse.

The mowers are available with either a

The new Sc2450 tractor from Cub Cadet Yanmar complements thecompany’s sub-compact Sc2400 model by adding a backhoe option tothe machine. It is powered by a 24 hp Yanmar diesel engine and istargeted toward trenching, grading, light excavation, landscapingand material handling applications.



DPNA379.qxp 5/3/10 5:33 PM Page 2


http://www.appareo.com

60 in. or 72 in. Select Cut System cuttingdeck and Synchro Steer hydraulic steer-ing operated with a steering wheel anddual foot pedals instead of lap bars,allowing full directional control of thefront wheels, Cub Cadet said.

The units measure 90 in. long, 62 or 72in. wide and 72 in. high, and weigh

between 1474 and 1850 lb., dependingon the configuration. The two new mod-els are available at select Cub CadetCommercial dealers. dp

www.cubcadetyanmar.comwww.cubcadetcommercial.com


Cub Cadet Commercial has added diesel andliquid propane (LP) engine options now avail-able on models in its Tank S line of zero-turnriders. The diesel option is a 1.33 L three-cylinder Yanmar engine rated 31.2 hp and theLP version features an 852 or 999 cc verticalair-cooled Kawasaki engine.

Woodward Governor Co. has sched-uled two technical seminars on June 15and 16, 2010, at the Hilton HoustonHobby Airport hotel in Houston, Texas. OnJune 15, the featured topic will be“Introduction to power generation, controland power management.” It will focus onthe principals of distributed power genera-tion, synchronization, load sharing, powermanagement and system protection. DavidCutro, application engineer at WoodwardElectrical Power Systems will serve as theseminar instructor.

On June 16, Rich Kamphaus, turboma-chinery controls product line manager atWoodward Turbine Systems, will lead aseminar on “Steam turbine, gas turbine andcompressor basics.” It will cover the funda-mentals, applications, control and protec-tion of steam and gas turbines and com-pressors and a discussion on AmericanPetroleum Institute Standard 612.

Woodward said the seminars are opento the public and qualify for Engine-ering Professional Development hours.Detailed seminar outlines and registra-tion information are available at www.woodward.com/houston_seminar.htm.

John Deere has awarded ZF Passauwith its Innovation Award for ZF’s Ergo-power Efficiency Package supplied toDeere for use in its construction machin-ery. The Efficiency Package is a productupgrade consisting of a torque converterlock-up clutch, the addition of a fifthgear, along with other added functions toimprove the efficiency of the Ergopowertransmission used in Deere equipment.Offering fuel economy improvements upto 20%, the optional transmission tech-nology, Deere said, contributes signifi-cantly toward raising overall efficiencyand reducing exhaust emissions.

Craft Oil Corp. announced it isequipped to supply 68 counties inDelaware, Maryland, New Jersey, NewYork and Pennsylvania with Air1 dieselexhaust fluid (DEF). In addition, CraftOil will provide the education, equip-ment programs and DEF supply options— ranging from bottles to bulk — that itscustomers’ selective catalytic reduction(SCR) vehicles will need to meet the EPAstandards to reduce NOx emissions.

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Agco Application Equipment haslaunched five new models ofRoGator sprayers for custom appli-

cation and professional growers. The newsprayers include the 984H, 984, 1184,1184H and 1386 models rated 250 to311 gross hp with 900 to 1300 gal. tankcapacities.

The new sprayers have a higher clear-ance and post-emergence applicator aswell as larger tank capacities speciallydesigned to apply fertilizer, protectivefarm chemicals and nutrients to the field.

“RoGator has long been the machinefor custom applicators because of its qual-ity, durability and accuracy in the field,”said Mark Sharitz, director of marketingfor the Agco Application Equipment Div-ision. “The newly designed front entryand lowered boom mounts really opti-mize visibility in the field and on theroad.”

The RoGator 984H sprayer has a 900gal. tank capacity and is powered by a 7.2L six-cylinder Tier 3 Caterpillar C7 dieselengine rated 250 hp at 2100 rpm. The

984 model has 900 gal. tanks and a 7.2 Lsix-cylinder Tier 3 Cat C7 diesel enginerated 275 hp at 2100 rpm.

The 1184 and 1184H sprayers are alsopowered by a Cat C7 engine rated 275hp at 2100 rpm. Both sprayers have a1100 gal. application tank. At the topend, the 1386 sprayer features an 8.8 Lsix-cylinder Tier 3 Cat C9 engine rated311 hp at 2100 rpm. It has a 1300 gal.tank capacity.

A tandem hydrostatic cross drive sys-tem provides ground power for thesprayers, driven by 7.6 cu.in. BoschRexroth AA4VG hydraulic pumps. ASauer-Danfoss Series 90 tandem pumpwith 6.1 cu.in. displacement is outfittedon the 1386 model. In both systems, thepumps supply Sampo BBC 05 radial pis-ton wheel motors through a separate sys-tem of hydraulic drive lines. This isdesigned to provide the exact amount of


ROGATOR ROLLS IN NEW SPRAYERS

AGEQ

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BY DAWN M. GESKE

NEW 984H, 984, 1184, 1184H AND 1386 SPRAYERS WITH LARGER 900 TO 1300 GAL. TANK CAPACITIES

The new RoGator sprayer line from Agco Application Equipment features five newmodels — the 984H, 984, 1184 (shown here), 1184H and 1386. The five newsprayers are powered by Cat C7 and C9 diesel engines rated 250 to 311 gross hp.


DPNA373.qxp 5/3/10 3:45 PM Page 1

power the wheels need for even power distribution, improvedtraction and performance. A 60 gal. hydraulic reservoir keeps thehydraulic fluid cool and able to handle the auxiliary hydraulicfunctions of the sprayers.

Agco has installed adjustable axles from 120 to 152 in. on allfive sprayers along with dynamic braking and multiple wet discbrakes on the front wheel motors. The four-speed transmissionprovides a travel speed up to 33 mph on the 984H, 984, 1184 and1184H sprayers. Six speeds are integrated into the transmissionon the 1386 machine to achieve a maximum speed of 36 mph.

Steering on the RoGator sprayers incorporates double-actingcylinders with hydraulic rephrasing toe alignment for a 23 ft. radius.The H model sprayers (984H and 1184H) feature a leaf-spring sus-pension while an air-spring suspension is integrated in the othermodels (984, 1184 and 1386) using Haldex height control valves.

All five sprayers are built on a C channel frame engineered forgreater durability and flexibility to keep all four wheels on theground at all times for better traction, fuel economy and field per-formance. The frame is constructed of flexible modified carbonsteel with a ladder-style bolted cross-member assembly.

Four boom options are offered on the sprayers in 80, 90, 100and 120 ft. lengths made up of five boom sections with individ-ual on and off functions for each section. The 10 to 136 gpmspray rate is powered by a Hypro 9306 pump with pulse widthmodulation for maximum application efficiency. The booms areself-leveling and use a sonar sensing system to adjust sprayheight. A high-volume option is available on the 1386 modelusing a 4 in. sump and plumbing powered by a 3x2 Hypro 9307-GM12 pump to increase the application rate to 278 gpm.

“With the increased size and re-engineering of the boommount system, operators will realize even faster boom-fold cycletime, and changes to the plumbing and hose routing mean theRoGator’s clean underside and simple plumbing and wiring sys-tems are even more streamlined,” said Sharitz. “Improvements toour electrical mounting and connections enhance machine lifeand minimize costly downtime.”

A new front-entry design on the RoGator sprayers enable anoptional front fill liquid system, featuring fresh water and handrinse tanks for faster reloading and reloading access to a nurse

The new RoGator 984H, 984, 1184, 1184H and 1386 sprayermodels have 900 to 1300 gal. tank capacities, speciallydesigned to apply fertilizer, protective farm chemicals andnutrients to the field.

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truck without having to fold in the sprayerbooms. The new entry incorporates a newfold-down ladder, a gentler angle of ascent,a wider set of hand rails and a wider walk-way to allow the cab door to open wider.

With 60 sq.ft. of glass in the cab, visi-bility was increased on the road and inthe field. The cab also features automatictemperature control, three-level activatedcarbon filtration and an air-ride suspen-sion seat (semi-active seat suspensionwith heated seat cushions as an option).The cab was also made quieter with athicker soundproof floor mat.

The operator compartment is also out-fitted with the Raven Control system forapplication precision. The Raven ViperPro system can be specified as an optionfor multifunction control of operatingpower and program capabilities. Anotheroption is the ATS Terminal with FalconSoftware connected to the vehicle’s sys-tem via the CANbus network to displayapplication rates and data logging.

“Both custom applicators and profes-sional growers will want to check out theRoGator,” said Sharitz. “They’ll also noticesmall changes such as new labeling and a

slightly different color scheme across ourentire line of application equipment.”

RoGator became one of several brandsmarketed by Agco Corp. following thepurchase of Ag-Chem Equipment Co.Inc. in 2001. The TerraGator spreaders,the Nutrient Management System (NMS),SpraCoupe self-propelled sprayers andWillmar spreaders, loaders and tendersare also sold under the Agco Corp. com-pany umbrella. dp

www.rogator.com

The operator compartmenton the new RoGator spray-ers features 60 sq.ft. ofglass for increased visibilityon the road and in the field.The cab also features auto-matic temperature control,three-level activated carbonfiltration and an air-ridesuspension seat.

DPNA373.qxp 5/3/10 3:59 PM Page 3

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May 2010 For Information NOW go to the Exclusive DirDirectLinkectLink at www.dieselprogress.com

Appareo Systems, LLC ................................................................59

Aristo Intelligent Catalyst Technology ..........................................47

*ArvinMeritor Inc. ........................................................................11

*Briggs & Stratton Commercial Power ..........................................45

Cambric Corp. ............................................................................24

*Caterpillar Inc. OEM Solutions..........................................................................15

*Cummins Engine Company Ltd. ................................................26

*Deutz Corporation........................................................Third Cover

Donaldson Company Inc. ..........................................................52

EControls Inc. ............................................................................57

ECU – Engineering Concepts Unlimited ........................................9

Engine Distributors Inc. ..............................................................13

Evans Cooling Systems, Inc. ......................................................14

First Generation ..........................................................................62

Firwin Corp. ..............................................................................62

Flexxaire Engine Cooling Systems................................................42

*Haldex Hydraulic Systems ............................................................5

*Hilliard Corporation, The ............................................................63

*John Deere Power Systems ........................................Second Cover

Kawasaki Precision Machinery (U.S.A.) Inc. ..................................8

*Kubota Engine America Corp. ......................................................7

*Logan Clutch Corporation ..........................................................17

MICO Incorporated......................................................................51

Murphy, FW ................................................................................21

National Fluid Power Association ................................................65

Navistar Engine Group ................................................................55

North American Hydraulics, (NAHI, LLC) ..................................49

*Oerlikon Fairfield ........................................................................41

OMEGA Engineering Inc. ............................................................1

Pramac America LLC....................................................................69

*Racor Division Parker Hannifin Corporation ..............................................18, 19

Stanadyne Corporation ................................................................43

Superior Tire & Rubber ..............................................................60

*Thermal Structures Inc. ..............................................................23

Tuthill Controls Group ................................................................53

ZF Passau GmbH ........................................................Fourth Cover

COMPANY NAME PAGE NUMBER COMPANY NAME PAGE NUMBER

*Further information on this company’s products can be found in the 2009 Edition of the Diesel & Gas Turbine Publications Global Sourcing Guide and at www.GSGnet.net.

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CUSTOM REPRINTS AVAILABLEArticles in Diesel Progress North American Edition can be reprinted at a very reasonable costand used for effective direct mail purposes, answering inquiries, trade show distribution andmany other sales development activities. These reprints can be produced to your specifi-cations in one or multi-color formats on selected paper in standard 8 x 10 1/2 or DIN A4 sizes.Layout and production services are included. Contact Reprint Manager for information.

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HYDRAULIC HORIZONS

Developi ng A Sense Of ControlCCEFP RESEARCH USES “AUGMENTED REALITY” TO DEVELOPMORE EFFECTIVE INTERFACES FOR FLUID-ACTUATED DEVICES

BY KYLE KOPPLIN

In one of its most interesting continu-ing projects, the Center for Compactand Efficient Fluid Power (CCEFP) is

conducting research to develop user inter-faces for fluid power-based devices. Theresearch is seeking to take advantage of

both multiple sensing and display modal-ities and technologies that incorporateaugmented reality (AR) in order toenhance the devices’ operational effective-ness. Ultimately, the research could pro-vide significant clues toward improvement

in the efficiency and effectiveness of fluidpower controls in mobile equipment.

The CCEFP, headquartered in Min-neapolis, Minn., helps bring together anetwork of researchers, students, educa-tors and industry to continue the advance-ment of hydraulic and pneumatic tech-nologies. This project, focusing on multi-modal human machine interfaces, is beingled by professor Wayne J. Book, Husco/Ramirez distinguished professor of FluidPower and Motion Control at GeorgiaTech, with the assistance of Dr. MathewKontz, research engineer James Huggins,doctoral graduate student Mark Elton,doctoral graduate student Aaron Enes anddoctoral graduate student HeatherHumphreys, as well as industrial partnersat John Deere, Caterpillar and Bobcat.

According to Book, the most obviousmodality to inform an operator of the suc-cess of commands is visual. However, insome situations it may not be the mostsuitable. “For example,” he said, “in dig-ging, the load on the system is betterunderstood via sound or by the feel of thecontrol handle. The feel, or haptic modal-ity, is one of our prime efforts.

“We also want to make the interfacemore intuitive, reducing the learning time,increasing productivity, reducing mistakesand fuel cost by adapting the interface tothe operator.”

Fluid power devices often involve manydegrees of freedom under direct control ofa human operator. So, as with many ex-periments involving human variables,fundamental research barriers are present-ed and need to be evaluated. One barrierthe team is addressing deals with biody-namic feedthrough — the effects of amachine’s motion moving feeding throughthe operator’s body to produce unintend-ed forces on the control interface — andits effects on the operator’s ability to effi-ciently control a machine. According tothe CCEFP, the slightest bit of unwantedinput or motion can detract from the ma-chine’s efficiency, causing an increase intask completion time and energy costs.

This problem is not seen in other hapticinterfaces, due to the high force hydraulic

The Center for Compact andEfficient Fluid Power (CCEFP)is using a John Deere tractorloader backhoe in an effort todevelop more effective controlinterfaces for machines usingfluid power devices.

DPNA467.qxp 5/3/10 11:45 AM Page 1

devices must exert. In response to this bar-rier, the team will model the interaction inits laboratory with a full-scale implementa-tion of a small John Deere tractor loaderbackhoe to recreate the problem and veri-fy its models in order to seek out structur-al and control solutions.

According to CCEFP, in order for adevice to run at its peak efficiency, its con-trol system must consider not only its com-plex machine dynamics, but also the reac-tion of its human operator and the stochas-tic, or random, nature of that reaction. Dy-namics of the interaction between primemover, pumps and load create disruptionin the operability of heavy equipment, inparticular for throttleless control. By usinghardware in the loop (HIL) simulation, amore realistic treatment of the complexdynamics is ensured, while computer sim-ulations create the more predictable or lesscritical aspects of the environment.

As a test platform, the team will use anexcavator with throttleless control. Fromthis, it will design pacifying controls thathave been proven in other applicationswhere human operators interact with com-plex dynamics, first studying the dynamicsbefore specifying controller details.

As has been previously demonstrated,the operator plays a big part in theprocess. However, when it comes to con-trolling and adjusting this variable towardefficiency, it takes a little more than a

wrench and some tubing. According tothe CCEFP, motivating operators to in-corporate efficiency into their operatingprocedures has had little incentive in the


Computer simulations are used by theCCEFP research team in testing, to createthe more predictable or less critical aspectsof the environment in which a machinelike a hydraulic excavator functions.

past — often because the operator may beunaware of its benefits. In order to empha-size the importance of this variable, theteam will use full-scale equipment to for-mulate and test alternatives for guidingthe operator to more efficient operatingtrajectories in successive cycles using hap-tic feedback — displaying the benefits offollowing more efficient trajectories.

Upon completion, the project willprovide several insights regarding theway augmented reality can help improvethe conditions of many aspects of hy-draulic and pneumatic technologies.These insights, Book said, will be used tofurther develop additional theories andimprovements, which will help pushtoward greater efficiencies, reduced costsand wasted energy. dp

www.ccefp.org


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C ase IH has introduced new farmutility tractors, expanding itsFarmall tractor lineup to six series.

The new Farmall A series tractors have asimple, straightforward design for easieroperation and multipurpose applications.

“If you’re looking for a durable work-horse without electronic controls, take alook at the new Case IH Farmall A trac-tors,” said Greg Lucey, Case IH marketingmanager for Farmall tractors. “These newFarmall A tractors are simple machinesbuilt for the farm with all the pullingpower and hydraulics you need for load-ing, blading, tilling and mowing chores.”

The new Farmall A series incorporatesfour models — the 45A, 55A, 65A and75A — rated 39 to 66 PTO hp. TheFarmall A series tractors have a more eco-nomical design, sitting at the lower powerend of Case IH’s full Farmall portfolio.

Case IH’s Farmall family is composedof the economical Farmall series (52 to80 PTO hp) made up of five models forall-purpose farm applications. TheFarmall U series has three models rated70 to 90 PTO hp, all heavy-frame,heavy-duty utility tractors with premi-um features.

Case IH’s Farmall N series are special-

ty tractors (62 to 82 PTO hp) with anarrow width and lower profile for usein orchards and vineyards. The FarmallC series has four straddle-type tractorsrated 50 to 80 PTO hp with a lower pro-file for work in tight spaces with lowceilings — ideal for livestock and poul-try operations, the company said. CaseIH also offers the Farmall Compactseries, comprising seven compact utilitytractors rated 26.5 to 50 PTO hp.

With the new Farmall A series tractor,Case IH adds a series of multipurposeutility farm tractors. The tractors areavailable in two-wheel drive or four-


Case Adds “A”nother Farmall Series

NEW FARMALL A SERIES UTILITY TRACTORS DESIGNED FOREASY-TO-USE OPERATION IN MANY APPLICATIONS

BY DAWN M. GESKE

AGEQ

UIP

MEN

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The new Case IH Farmall A series hasfour models, the 45A, 55A, 65A and 75A,rated 39 to 66 PTO hp. The tractors havea simple, straightforward design and arepowered by Tier 3 Cummins ISM andCase F5C engines.

DPNA473.qxp 5/3/10 3:32 PM Page 1

wheel drive variations with a mechanicaltransmission standard to simplify theoperation of the tractors while maintain-ing ruggedness.

Lucey said the new Farmall A lineup isthe first offering in the next generation ofCase IH Farmalls, which will feature anupdated and simplified global namingconvention and decals. “With the launchof our new Farmall A tractors, we’re

returning to the ‘letter’ naming custom tohonor the legacy of those famousFarmalls and clearly signify the progres-sion of new models.”

With preliminary specifications avail-able, the Farmall A models are poweredby three- or four-cylinder Tier 3 dieselengines. The Farmall 45A and 55A arepowered by a 2.2 L four-cylinderCummins ISM 844 engine rated 45 and55 hp at 2700 rpm. The larger Farmall65A and 75A models have a 3.2 L four-cylinder Case F5C turbocharged enginerated 65 and 75 hp at 2500 rpm. Bothengine models are approved for biodieselblends, Case IH said.

A basic shuttle shift transmission, witheight forward and two reverse gears, isincorporated into the tractors to providesmooth shifting and easy operation. The

shuttle shift transmission has four of theeight forward gears in the 2 to 8 mphrange, which Lucey said is the more heav-ily used working range. In addition, theFarmall 45A and 55A models are avail-able with an optional 8x8 synchronizedshift transmission for on-the-fly shiftingduring road travel or hauling.

All of the Farmall A tractors are engi-neered with a heavy-duty 2WD front axle

with the option of a mechanical frontdrive axle. The cast-iron rear axle isdesigned with added strength for loadand rear implements work. Hydrostaticsteering and a mechanical differentiallock are standard.

The tractors all have a fully inde-pendent 540 rpm PTO, engaged by alever on the machines. “You can powera wide variety of attachments,” saidLucey. “The PTO stays engaged, power-ing the implements even when youclutch, shift and turn.”

For operation of hydraulic attachments,the 45A and 55A tractors are installedwith a regulator flow control valve and an11.6 gpm at 2538 psi hydraulic circuit tosupply implements. The Farmall 65A and75A have a 10.4 gpm at 3046 psi hy-draulic implement system.

The Farmall 45A and 55A models fea-ture a three-point Category 1 or 2 hitchwith standard flex link ends and telescop-ic stabilizers. The Farmall 65A and 75Ahave a Category 2 hitch that is convertibleto Category 1. This hitch also has stan-dard flex link ends and telescopic stabiliz-ers standard.

“No matter what’s on your to-do list,whether it involves a three-point imple-ment or front-end loader, your Case IHFarmall A has the hydraulic power andlift capacity to do the job,” says Lucey.“And a three-point-hitch lift capacity ofup to 2954 lb. means your Farmall A canhandle a round baler, rotary mower ortiller with ease.”

Controls are conveniently located onthe tractors and engineered to be easy touse, said Lucey. “With the basic transmis-sion, there’s a speed and reverse lever onyour right. On the 8x8 transmissionoption, the reverse lever is on the left-hand side of the steering wheel. Eitherway, they’re simple controls that let youeasily reverse direction.” The 65A and75A have the Case IH analog digitalinstrumentation cluster.

Additional features on the Farmall Aseries include a sloped hood for greatervisibility in all directions, a deluxe con-toured adjustable suspension seat andfoldable ROPS.

“With a Farmall A, you’ll get a large,comfortable operator platform thatmakes short work of a long day,” saidLucey. “Unlike some tractors in this classwhere operators complain about crampedquarters, getting poked with levers orconfused by the controls, the new A is aCase IH Farmall, with long-establishedagricultural bloodlines. That meanspower, dependability, simple controlsand easy operation.”

Case IH has also simplified routinemaintenance on the tractors. Engine oilcan be checked and filled without lift-ing the hood, and the gas-strut rearhinged hood tilts for access to key serv-ice points.

The new Farmall A series tractors willbe available later this year. dp

www.caseih.com


With the new Farmall A series tractor,Case IH adds a series of multipurpose util-ity farm tractors. The tractors are avail-able in 2WD or 4WD variations with amechanical transmission to simplify theoperation of the tractors while maintain-ing ruggedness.

DPNA473.qxp 5/3/10 6:08 PM Page 2

http://www.caseih.com

Caterpillar is supplying four diesel powerunits and two diesel tractors to Pan-American Airways for use on Wake andMidway Islands along the airline’s new 6000mile Trans-Pacific route from San Franciscoto Hong Kong. The two power units, eachwith a General Electric generator, and onetractor will be placed on each island to sup-ply power for beacons, landing and borderlights. The power units will also provideelectricity for refrigeration and lights for theattendants’ and mechanics’ field houses. Thetractors, equipped with single drum winch-es, will level and maintain the fields and beused for general utility work.

A new oil pipeline is being built in Iraq.The pipeline will transport oil from the wellsat Kirkuk through the Trans-Jordan toTripoli in Lebanon and Haifa in Palestine.To propel 3.0 million tons of oil per yearover these pipelines, which total 1150 miles,requires 22,500 hp. The power to move theoil is supplied by 45 diesel engines locatedat 12 main pumping stations. Among theengines to be installed are Sulzer 500 hpsolid-injection engines, all five-cylinder,four-cycle, diesels. Nine are built by theBritish house of Sulzer Bros., and nine bythe Compagnie de Construction MechaniquePrecedes Sulzer Paris. Harland & WolffLtd. supplied 15, 500 hp, six-cylinder, four-cycle solid injection engines. Twelve, 500hp, five-cylinder, four-cycle solid injectiondiesels were supplied by Werkspoor Co.Fuel for the engines is taken directly fromthe pipeline.

The tremendous development in roadtransportation that is taking place inGermany was emphasized at the Berlin

Motor Show this year. The outstandingpoint of interest was that the high-speed,diesel-equipped commercial vehicle haswon complete nationwide acceptance andadoption. Diesel exhibitors included Krupp;M.A.N.: Junkers; Daimler-Benz: Humboldt-Deutz; Maybach: Magirus; Vomag; andBussing-Nag.

Not only are over 90% of the trucks andbuses now diesel powered, but fire engines,ambulances, tractors, snow shovels, mailvans, field kitchens, furniture vans, roadtankers, garbage collectors, milk tanks, railcars, water sprinklers and telegraph servicewagons. The vehicles vary in power down tothe little Primus four-wheeled “horse” thathas a two-cylinder Deutz engine rated 25 hpand sells for about $1100.

A new Diesel Progress market studyshows that 750,000 hp was sold in 1934 —750,000 hp, an all-time record. The previoushigh was the 450,000 hp sold in 1928. Afterthat high-water mark, sales dropped signifi-cantly to a low of 130,000 hp in 1932, a levelnot seen since the end of the World War.The following year, 1933, saw the beginningof the recovery, to 280,000 hp, leading tolast year’s record sales.

A pair of diesel land speed records was setearlier this year on the beach at Daytona,Fla. First, Dave Evans’ Waukesha SilverComet turned in a new world’s record of125.065 mph, bettering the English figureof 120.33 mph by George Eyston set on aFrench track. The Waukesha engine used isa standard stock engine with a displacementof 648 cu. in. It is not supercharged and hasno special racing gadgets. The engine has sixcylinders, 5 in. x 5.5 in., with a regulation

United American Bosch fuel injection sys-tem, Leece-Neville electric starter, alu-minum pistons, seven-bearing crankshaftand the patented high-velocity Comet com-bustion chamber.

On March 2, Evans’ record was brokenby Wild Bill Cummings, National AAAChampion for 1934, in a Cummins Dieselracing car at 137.195 mph. The Cumminsdiesel engine is a standard model H. A., six-cylinder, 4.875 in. x 6 in. engine. It issupercharged by a standard supercharger ofthe same specifications as those used onregular truck engines sold for service inhigh altitudes.

Interest in truck diesels appears to begrowing. A tank truck operator reports,“There is a saving of between 75 and 80% infuel cost: double the mileage per gallon com-pared with gasoline motors of the samehorsepower. I figure, according to myrecords, that I have effected an actual savingin the operation of these three trucks ofapproximately $8000. On account of thetremendous saving effected in my cost, I amnaturally enthusiastic over the successfulperformance of Sterling-Diesel trucks andwill purchase nothing but diesel-poweredtrucks in the future.”

All “news” excerpted from the inaugural edi-tion of Diesel Progress. If you’re looking forinformation that isn’t 75 years old, go towww.dieselprogress.com — something that mostdefinitely didn’t exist in 1935. dp

Cat Supplying Gen-Sets, Tractors To Pan-Am …New Pipeline in Iraq … New Diesel Sales Record… Report From The Berlin Motor Show …


FOR UP-TO-THE-MINUTE

EMISSIONS NEWS, TURN TO

DIESEL PROGRESS ONLINE.www.dieselprogress.com

GLOBAL BUSINESS NOTES

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Diesel Progress May 2010

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