Cutting costs conserving the environment clean and perfected exhaustgas management technologies from MAN by B3JK6W


									MAN Nutzfahrzeuge Group
Press information

                                                                             Munich, 01.08.05
Welcome to 100 % Trucknology
MAN Nutzfahrzeuge at the European Road Transport Show 2005

Cutting costs, conserving the environment – clean                            MAN Nutzfahrzeuge AG
                                                                             Corporate Communications

and perfected exhaust-gas management technologies                            Dachauer Str. 667
                                                                             D-80995 München

from MAN                                                                     Please address any questions
                                                                             Dr. Detlef Hug
                                                                             Tel. +49 89. 1580-2485

As one of the leading developers and manufacturers of diesel engines for

trucks, buses, ships, machinery and other applications MAN has always
seen itself as a pioneer in the development of environmentally friendly
drives – with a responsibility for our environment and for future genera-
tions. For many years MAN Nutzfahrzeuge has been working intensively
and successfully on a reduction of the pollutants caused by truck and bus
exhausts. The overriding goal of the MAN engineers here is that already
as few pollutants as possible should be created in the combustion proc-
ess in the engine. When measures within the engine reach their limits the
engineers develop and test cost-effective and practical exhaust-gas
cleaning technologies. These ensure that MAN trucks fulfil the current
and future statutory exhaust-gas limits or even fall considerably below
them. Following many years of intensive research and development work
MAN Nutzfahrzeuge is today in a position to offer transport companies in
Germany and abroad various technologies for exhaust-gas cleaning, tai-
lored to their specific area of application.

MAN has the right answers – solutions for Euro 4 and Euro 5

The Euro limits, which aim at drastically reducing the pollutant emissions
of trucks, have been effective since 1990. From October 2006 the next
step, Euro 4, will become effective for new registrations of vehicles.
Euro 5 will be following from October 2009. The Euro-4 limits are far
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MAN Nutzfahrzeuge Group                                        _________________________________ 2

stricter than Euro 3. Euro 4 stipulates a reduction of the share of nitrogen
oxides by about 30 percent and the share of particulates by about 80
percent. The Euro-5 standard specifies a further dramatic reduction of
the share of nitrogen oxides. In both cases the major challenge is the
conflict of technical goals between the reduction of nitrogen oxides and
the particulate shares in the exhaust gas: modifications within the engine
purely aimed at reducing nitrogen oxides increase the emission of par-
ticulates - and vice versa. MAN has innovative exhaust-gas management
technologies and offers transport company convincing Euro-4 and Euro-5
solutions. At MAN the customer has the choice and, depending on the
area of application and the region, he is always given a system which has
been perfectly tailored to meet his requirements.

MAN engines for Euro 4

MAN has already extended its D20 Common-Rail engine programme well
ahead of the date of introduction of statutory compliance with the future
Euro 4 exhaust-gas regulations. D20 Euro 4 engines for the MAN TGA
truck range in the versions with 228 kW / 310 hp, 257 kW / 350 hp, 287
kW / 390 hp and 316 kW / 430 hp have been available since the end of
last year. The specified limits for nitrogen oxides and particulate mass are
complied with in the combination of common rail injection and external
exhaust-gas recirculation (EGR) with the MAN PM-KAT® particulate filter
(PM = Particulate Matter). The advantage of the system for which MAN
has opted is that it doesn’t require any additives which could take up pay-
load capacity and space in the vehicle and be dependent on a corre-
sponding filling station infrastructure. The MAN PM-KAT® is accommo-
dated in the exhaust silencer made of nirosta. The dimensions of the si-
lencer correspond with those which are already familiar in Euro-3. The
extra weight is just about ten kilogrammes.

From spring 2006 four- and six-cylinder D08 Common Rail engines will
be offered in the Euro-4 version. The four-cylinder engines have ratings
of 110 kW / 150 hp, 132 kW / 180 hp and 151 kW / 206 hp and are used
in the TGL range. The most powerful version in the TGL is a six-cylinder
engine with 176 kW / 240 hp. In the MAN TGM there is a choice of an
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MAN Nutzfahrzeuge Group                                       _________________________________ 3

206 kW / 280 hp and a 240 kW / 326 hp engine in the Euro 4 version. To
comply with the Euro 4 exhaust-gas standard MAN has opted for ex-
haust-gas management with EGR and PM-KAT®. The D08 Common Rail
Euro 4 engines are equipped with infinitely variable, external, cooled ex-
haust-gas recirculation with a far higher recirculation quota in comparison
with the Euro 3 engines. A certain amount of the combusted exhaust
gases, the amount of which depends on the operating condition of the
engine, flows through an EGR cooler exposed to coolant and is mixed
with the charge air in the intake duct. The mass of the cylinder charge is
thus increased – the subsequent lower combustion temperatures lead to
lower NOx emissions. By adjusting the timing of the injection accordingly
the fuel consumption can be further lowered. This has no effect on the
ratings and the maximum torques of the engines. The units with outputs
of 110 kW /150 hp and 176 kW /240 hp are specially equipped for service
with a turbocharger modified with an external EGR. Here the 110 kW /
150 hp variant has a wastegate regulated via a timing valve. The engines
with 132 kW / 180 hp, 151 kW / 206 hp, 206 kW / 280 hp and 240 kW /
326 hp make use of two-stage supercharging with a high-pressure step
also regulated by means of a timing valve. With the exception of the unit
with an output of 132 kW / 180 hp all two-stage engines additionally have
a charge-air intercooler between the low- and high-pressure compres-
sors. This system leads to very good fuels consumption levels and excel-
lent dynamic behaviour – without putting the turbocharger at risk even
under difficult conditions of service.

Mode of operation of the MAN PM-KAT®
In the Euro-4 engines about 20 percent of the exhaust gases are drawn
out of the exhaust-gas flow. These flow through the EGR cooler where
they are cooled to less than 200° C and then again mixed with the intake
air of the engine. The effect is a reduction of the peak temperature of the
combustion and hence the N0x emissions. These exhaust gases then
flow through the MAN PM-KAT® in the silencer.

The MAN PM-KAT® is a technology developed in co-operation with and
patented by MAN Nutzfahrzeuge for exhaust treatment. The continuously
self-regenerating separation system consists of an oxidation catalyst with
a connected particulate filter. In this system the collected soot particu-
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MAN Nutzfahrzeuge Group                                         _________________________________ 4

lates are eliminated in a chemical process without supplying external en-
ergy: In the platinum-coated oxidation catalyst the nitric oxide (NO) of the
exhaust gas is oxidised into nitrogen dioxide (NO2). Effective formation of
turbulence causes the soot particulates to be deposited in the sintered
metal fleece of the separator. Open ducts prevent the filter from clogging
up. As a result MAN’s system functions completely without maintenance.
The deposited soot particulates of carbon (C) are formed with the nitro-
gen dioxide (NO2), which had been created in the first stage, combusted
and converted into gaseous carbon dioxide (CO2) and nitric oxide (NO).
The chemical process in the MAN PM-KAT®:
In the pre-oxidation platinum catalyst:
2NO + O2  2NO2
In the soot particulate separator:
2NO2+ C  CO2+ 2NO

Particulate reduction thanks to PM-KAT®
MAN Nutzfahrzeuge is currently the only manufacturer on the market who
with the PM-KAT® is able to offer standard particulate treatment for
trucks. The MAN PM-KAT® already ensures today that MAN’s trucks can
comply with the particulate limits of 0.02 g/gkWh over a service life of
over 500,000 kilometres or seven years as is specified with the classifica-
tion to Euro 4 and 5. It reduces the overall particulate mass by about 50
percent. Even soot particulates which are smaller than 0.0001 millimetres
(PM 10) are caught in the filter. It is of importance for the current discus-
sion about the emission of fine dusts that the elimination of the smallest
particulates (< 40 nm) is above-average with an efficiency of over 70 per-

Areas of application of MAN Euro 4 engines
MAN’s Euro 4 solution with cooled exhaust-gas recirculation (EGR) in
connection with the maintenance-free PM-Kat® particulate filter is suit-
       for long-haul transport with a low share of kilometres on motor-
        ways with tolls classified according to the exhaust-gas level,
       if when selecting the truck the space requirements play a decisive
        role as, for example, for construction, public-utility and special-
        purpose vehicles,
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MAN Nutzfahrzeuge Group                                          _________________________________ 5

       in branches which require high payload capacities, for example for
        the transport of liquids or dry bulk.
       in regions where the supply of AdBlue® is not assured or is not
        adequate (above all in Scandinavia, Eastern Europe or overseas).

MAN engines for Euro 5

Today when developing engines and vehicles MAN already focuses on
the limits which in future will apply to the certification of new engines, the
first registration of a vehicles or the registration of a new vehicle model.
Euro 5 will become effective for new homologations from October 1st
2008 and for first registrations from October 1st 2009. Compared with
Euro 4 the permissible NOX value is reduced from 3.5 g/kWh to 2 g/kWh
whilst the limit for the particulate mass of 0.02 g/kWh remains unchanged
compared with Euro 4. Tax benefits or toll systems with charges classi-
fied according to pollutants are an incentive for the prompt purchase of
trucks with engines which meet the Euro 5 limit. Various European coun-
tries have introduced different concepts in this respect.

From the beginning of 2006 MAN will be offering the so-called SCR tech-
nology (Selective Catalytic Reduction) under the name of MAN AdBlue®
in order to achieve the Euro 5 exhaust gas standard. In this system the
particulate emission within the engine is kept at an extremely low level –
under the limit of 0.02 g/kWh. The nitrogen oxides are reduced by the
injection of a synthetically produced urea-water solution with a 32.5 per-
cent share of urea (under the name of AdBlue®) in the exhaust–gas sys-
tem directly before the AdBlue® mixer. The urea-water solution is vapor-
ised in the AdBlue® mixer. During this process the ammonia necessary
for the further chemical reaction is produced from the urea. The ammonia
and the nitrogen oxides from the exhaust gas react in the SCR catalyst,
creating water and non-toxic nitrogen from the exhaust gas.

MAN AdBlue® will first be introduced in the D20 Common Rail engine
range with the engine outputs 294 kW / 400 hp and 321 kW / 436 hp for
the TGA truck range from the beginning of 2006.
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MAN Nutzfahrzeuge Group                                      _________________________________ 6

The Euro 5 solution of MAN AdBlue® is suitable,
       for long-distance transport with a high annual kilometrage and a
        high share on motorways subject to tolls,
       for mixed fleets,
       for transport companies with a high share of motorway transport
        in Germany (too advantage), the Netherlands (tax advantage) and
        Switzerland (owing to the charges for using roads relating to the
        exhaust gas).
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MAN Nutzfahrzeuge Group                                                    _________________________________ 7

MAN engine programme for trucks

Model/Cylinder Capacity   Bore/       Output        Max.          Truck   Euro 3   Euro 4   Euro 5
               cm³        Stroke      kW/hp         torque        range
                          mm          at            Nm       at
                                      speed         speed
D0834          4580       108 / 125   110 /     150 570           TGL
                                      2400          1400
D0834          4580       108 / 125   132 /     180 700           TGL
4-cylinder                            2400          1400
D0834          4580       108 / 125   151 /     206 830           TGL
4-cylinder                            2400          1400
D0836          6871       108 / 125   176 /     240 925           TGL
6-cylinder                            2400          1200 - 1800   TGM
D0836          6871       108 / 125   176/240       925           TGL
6-cylinder                            2300          1200 - 1800   TGM
D0836          6871       108 / 125   206 /     280 1100          TGM
6-cylinder                            2400          1200 - 1750
D0836          6871       108 / 125   206 /     280 1100          TGM
6-cylinder                            2300          1200 - 1750
D0836          6871       108 / 125   240 /     326 1250          TGM
6-cylinder                            2400          1200 - 1800
D0836          6871       108 / 125   240 /     326 1250          TGM
6-cylinder                            2300          1200 - 1800
D2066          10518      120 / 155   228 /     310 1550          TGA
6-cylinder                            1900          1000 - 1400
D2066          10518      120 / 155   257 / 350 1750              TGA
6-cylinder                            1500 - 1900 1000 - 1400
D2066          10518      120 / 155   287 / 390 1900              TGA
6-cylinder                            1500 - 1900 1000 - 1400

D2066          10518      120 / 155   294 / 400 1900              TGA
6-cylinder                            1500 - 1900 1000 - 1400

D2066          10518      120 / 155   316 / 430 2100              TGA
6-cylinder                            1500 - 1900 1000 - 1400
D2066          10518      120 / 155   321 / 436 2100              TGA
6-cylinder                            1500 - 1900 1000 - 1400
D2876          12816      128 / 166   353 /     480 2300          TGA
6-cylinder                            1900          1000 - 1300
D2876          12816      128 / 166   390 /     530 2400          TGA
6-cylinder                            1900          1000 - 1400
D2840          18273      128 / 142   485 /     660 2700          TGA
V10-cylinder                          1900          1000 - 1600
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MAN Nutzfahrzeuge Group                                          _________________________________ 8

Braking with water power - the MAN PriTarder for the D20
Common Rail engine family

The highly efficient sustained–action brake MAN PriTarder is compact,
light and low-maintenance. First used in the D28 engine range it is now
also available for the new D20 Common Rail engine generation.
The PriTarder is a so-called primary brake system that engages directly
in the engine. Its braking power is already up to 600 kW at medium and
low speeds – unlike the intarder integrated in the driveline. For this rea-
son the PriTarder is particularly suitable for building site and distribution
vehicles which frequently move within the speed range of 30 km/h to 50
km/h. In comparison with the well-known sustained-action systems such
as the EVB and intarder the PriTarder displays its strengths in demanding
topography, for example, when the truck has to drive on twisty pass
roads or steep downhill gradients or in “stop-and-go“ traffic in cities.

At the core of the PriTarders there is a water retarder which is integrated
in the cooling cycle of the engine. In the D20 Common Rail engine the
water retarder is accommodated in its own housing; whilst in the D28 unit
it is integrated in the coolant pump. In both cases the water retarder
saves space and weight (about 80 kilogrammes) compared with the nor-
mal retarder which requires an additional oil filling and its own heat ex-
changer. A further advantage of the PriTarders is that there are no re-
strictions to the power takeoff possibilities.

Powered direct from the crankshaft the water retarder achieves its maxi-
mum braking power in interaction with the electronically regulated ex-
haust valve brake (EVBec) engine brake. Owing to its weight advantage
MAN’s wear-free sustained-action brake is also very advantageous for
tank and dry-bulk transport with high payloads.

The PriTarder permits a safe, fuel-saving driving style which is easy on
the driveline – particularly in combination with the MAN TipMatic auto-
mated standard gearbox which ensures the PriTarder operates in the
optimal speed range by means of automatic shiftdown action.
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MAN Nutzfahrzeuge Group                                                           _________________________________ 9

Power pack – power takeoff at flywheel end of the D20 Com-
mon Rail engine

Beside the power takeoffs dependent on the clutch, an engine-dependent
power takeoff is now also available for the new D20 Common Rail en-
gines for high output requirements, for example, for concrete mixers, fire
trucks or flushers and gully cleaners. Instead of a classic camshaft drive
a newly developed power takeoff with an anti-friction bearing integrated
at the rear of the engine at the flywheel end is used. The permissible
drive torque in continuous operation is 650 Nm, up to 750 Nm is possible
for brief periods. This means that the new power takeoff even outdoes
the performance of the current camshaft drive for D28 engines, which
achieve a continuous 600 Nm and peak with a drive torque of up to 720
Nm. The power takeoff at the flywheel end is released for the drive of a
concrete mixer with a drum size of up to ten cubic metres.

You can find further information on our homepage

Domiciled in Munich (Germany), the MAN Nutzfahrzeuge Group is the largest company
in the MAN Group and one of the leading international manufacturers of commercial vehicles.
In fiscal year 2004 the company, with almost 34,000 employees and sales of more than
63,300 trucks and 6,100 buses, generated a turnover of € 7.4 billion.

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