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 to: Dr. Detlef Hug Tel. +49 89. 1580-2485 Detlef.Hug@de.man-mn.com As one of the leading developers and manufacturers of diesel engines for www.man-mn.com 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 Press Information 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 Press Information 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- Press Information 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- cent. 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- able, 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, Press Information 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. Press Information 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). Press Information 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 rpm rpm D0834 4580 108 / 125 110 / 150 570 TGL 2400 1400 4-cylinder 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 Press Information 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. Press Information 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 www.man-mn.com under http://www.man-mn.com/en/Innovation_%26_Kompetenz/Euro45/ Euro_45.jsp 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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