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ADVANCED EGR

2010 Emission Compliant

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EPA Regulations

WHAT IS NOx?
EPA regulations for NOx (Oxides of Nitrogen) and
PM (Particulate Matter or soot) have tightened.

The atmosphere is 78% Nitrogen. High combustion


temperatures inside an engine form NOx. Once in the
atmosphere, NOx results in ground level ozone
formation and smog.

SULFUR
Content
In Fuel
5.0

500 PPM
(6/93)

NOx (g/bhp-hr)

4.0

2.5

1.2

ULSD
15 PPM
0.2
0.0
0.0 0.01

(6/06)
0.10

Particulate Matter (g/bhp-hr)

How can we control NOx emissions? Either by adding


more equipment to the exhaust system to clean them
up, or by reducing combustion temperatures to avoid
creating the NOx in the rst place.

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


(grams per brake horsepower hour) to 0.2 g/bhp-hr.
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We have been able to meet the


challenge of our stricter US EPA
emissions levels that went into effect
in 2004 and 2007 with EGR systems.
NOTE: Euro requirements are typically less
stringent than the EPA requirements.

5.22

NOx (g/bhp-hr)

4.00

NOx
3.73
2.50

2.61
1.20

EPA94
1994

Euro II
1996

EPA98
1998

Euro III
1999

EPA04
2004

0.186
PM (g/bhp-hr)

EPA regulations in the US are also


typically adopted by Canada.
The European Unions latest standards
are referred to as Euro V.
European manufacturers began using
SCR to meet Euro IV emissions levels
in 2005 and many will continue to do
so in 2008.

5.00

EPA Regulations & Stamdards

EPA vs. Euro Standards

Euro IV
2005

EPA07
2007

1.49

Euro V
2008

0.20

0.37

EPA10
2010

Euro VI
2013

PARTICULATE MATTER

0.10

0.10

0.10
0.075

EPA94
1994

Euro II
1996

EPA98
1998

Euro III
1999

EPA04
2004

0.015

0.01

0.015

0.01

0.007

Euro IV
2005

EPA07
2007

Euro V
2008

EPA10
2010

Euro VI
2013

SCR was adopted when competing technologies were not ready to meet the
standards. It was presented and pushed by manufacturers of the technology,
and the infrastructure to support SCR was mandated by European legislation.
Manufacturers now have competing technology solutions available, and the
stricter requirements of EPA 2010 mean that Euro V experiences are not
directly applicable.

ADVANCED EGR
2010 Emission Compliant

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SCR

Emissions Solutions
T

2007 NOx Level

Clean Air

Charge Air Cooler

EGR
EGR - Cooler
Oxidation
Catalyst
T
Diesel Particulate Filter

SCR
2010 NOx Level

Tank must be
insulated and
heated

Tank
Urea

Level Sensor

Urea Tank

NH3 Slip Cat


NOx

Urea Doser

T
NOx

SCR Catalyst

s The engine includes an EGR


system, much like todays engines,
and it creates exhaust which
includes particulate matter
and NOx
s Exhaust passes through the
oxidation catalyst and on to the
DPF, which cleans the soot. From
there, the exhaust passes to the
SCR catalyst
s There is a urea tank located near
the exhaust system. This tank must
be continuously monitored for
urea level. The tank must also be
insulated and heated.
s Pump supplies urea to the SCR
injection system
s The injector sends the urea into the
SCR catalyst
s Urea mixes with the exhaust gases
and turns into ammonia and carbon
dioxide, then reacts with NOx to
produce nitrogen and water vapor

One method of moving from the 2007 to 2010 emissions level is to take the current EGR
system and add SCR, Selective Catalytic Reduction, to clean up the NOx emissions and
meet the 2010 standards.

s The end result of this process is


lowered levels of NOx to meet the
EPA 2010 emissions standards

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EGR
In-Cylinder
EGR
2010 NOx Level

An alternative solution involves rening the EGR (Exhaust Gas Recirculation) system
currently in place to provide an in-cylinder solution. Rather than continuing to create NOx
and then having to clean it up, an in-cylinder solution is designed to prevent the NOx from
being formed in the rst place.

Emissions Solutions

2007 NOx Level

Navistars 2010 compliant


engines will be very similar to
the 2007 compliant engines,
with no additional aftertreatment
components or uids required

SCR systems are projected to offer a slight improvement in fuel mileage, since they can allow the
engine to run dirtier and then clean up the emissions later. However, they also require the addition of
diesel exhaust uid or DEF, so the costs of operating the engines are similar.

ADVANCED EGR
2010 Emission Compliant

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All About Urea

122F / 50C

85F / 30C

Urea begins to emit


ammonia gas

Urea begins to
break down

Chemical Urea
32.5%

Deionized Water
67.5%

32F / 0C

The mix of urea used for


agricultural applications will
NOT work for diesel engines.

12F / -11C

Urea freezes

Urea + Deionized water = DEF


(Diesel Exhaust Fluid)
Winter Average
Low Temperature

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


Storage Life (months)

30

Summer Average
High Temperature

60 to 70F

Above 110F

50 to 60F

100 to 110F

40 to 50F

90 to 100F

30 to 40F

80 to 90F

20 to 30F

70 to 80F

10 to 20F

60 to 70F

0 to 10F

50 to 60F

10 to 0F
Below 10F

20

10

0
86

95

104

Temperature (F)

122

140

Contamination, Temperature and Storage Concerns


Urea is temperature sensitive and easily contaminated. Storage and dispensing
tanks must be heated and cooled. Vehicle tanks will need to be insulated and heated.
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Urea is corrosive to aluminum, so it must be stored


in stainless steel or heavy grade plastic containers.

All About Urea

Urea is made from natural gas,


so prices can be quite volatile.

AdBlue warning from Mercedes owners manual.

How Much Does it Cost?


With NO government mandate, there is
no assurance it will be readily available.

$12.00
per gallon

The price of AdBlue (European brand of urea)


increased 15-30% in early 2008.

$17.76 plus tax


per HALF-gallon
10-24-08

ADVANCED EGR
2010 Emission Compliant

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SCR Hardware
What does it take to make
an SCR system work?
Trucks utilizing SCR for emissions reductions
will require signicant additional hardware
beyond todays exhaust packaging, resulting
in reengineering work for TEMs.

Urea Tank; Power Supply;


Heating Unit; Pump

Urea Injector Supply


and Heating Lines

DOC

DPF

Additional parts, components and


complex electrical interfaces could
reduce SCR system reliability.
Temperature
Sensors

Urea Injector

SCR Catalyst
AMOX Catalyst
Shown canned including:
Temperature Sensors; NOx Sensor
Electrical Clipping Bar and Mounts

Aftertreatment
Control Module

Battery Box &


Air Tank Module

Added SCR Hardware

DEF Pump

48

36

24

12

Current Hardware

12

24

36

48

60

72 (IN)

Catalytic
Converter
Urea
Injector

Urea Tank
Because Urea is temperature sensitive,
this tank must be insulated AND heated.

Urea weighs 9.1 pounds per


gallon. The complete SCR system
and uid will add 300-400
pounds of weight to the vehicle.
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EPA Requirements for SCR Systems


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

Urea
Solution

HEST

Urea Solution lamp added to already


complex EPA07 package

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

With a low urea level,


a warning light will
appear which should
be augmented by an
audible warning.

Next, the engine


will de-rate and
the driver will
feel a power loss.

As the issue
progresses,
vehicle speed
would be limited
well below typical
operating levels.

Finally, when the


vehicle is shut
down, there will be
a no start condition.

Without Urea, the Vehicle WILL NOT RUN

SCR Hardware & EPA Requirements

DPF

Although not nal, EPA vehicle


compliance requirements indicate
vehicles will have to be equipped
with sophisticated sensors to detect
NOx in exhaust. If the sensors detect
that there is a bad urea solution or
no urea is available, there will be four
progressive stages of warning and
vehicle response.

ADVANCED EGR
2010 Emission Compliant

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The Advanced EGR Solution

Extra Exhaust Hardware

Extra Fluid

How will MaxxForce and Navistar meet the new emissions

Step 1

Step 2

Advanced Fuel Injection Technology

Proprietary Combustion Bowl Design

Our next-generation fuel injection systems are capable of delivering


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

Our redesigned combustion bowl combines with the higher fuel


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

Main Injection Event


Post Injection

Early Injection

TDC

OLD DESIGN
Fuel not distributed evenly,
burns inconsistently
BDC

NEW DESIGN
Fuel is a ner mist for a
smoother, more complete and
cleaner burn

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Additional Driver Training

Additional Maintentance

requirements without all the added weight and complexity of SCR?

Step 4

Advanced Air Management

Electronic Calibration Strategies

Advanced EGR utilizes dual turbochargers: the rst to provide additional


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

Engine controllers previously utilized pre-programmed lookup table


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

The advanced EGR system on a


MaxxForce engine will only add
70-100 pounds to the vehicle,
signicantly LESS than an
SCR system.

ADVANCED EGR
2010 Emission Compliant

The Advanced EGR Solution

Step 3

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Other Manufacturers Strategies


Caterpillar

Peterbilt / Kenworth

Caterpillar has announced that they are exiting


the on-highway engine market as of 2010.

In addition to DAF engines from Europe that


utilized SCR, Peterbilt and Kenworth will utilize
SCR on their PX-6 and PX-8 engines based on
the Cummins ISB and ISC platforms.

Cummins
Although they originally were going to use
EGR, Cummins recently changed course and
has now announced they will add SCR systems
to their engines to comply with 2010 emissions
requirements. The ISM will no longer be produced.

Volvo/Mack
Volvo and Mack will be utilizing
common engine platforms in the future,
and Volvo will be carrying over their
SCR technology from Europe for use
here in the United States.

Freightliner / Detroit Diesel


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

Scania and MAN


Mercedes-Benz

While Scania and MAN have previously


utilized SCR to meet EuroIV standards, both
companies recently announced a transition
to EGR technology to meet EuroV standards
going forward.

Mercedes has used SCR in Europe since


2004, and is introducing it in the US for
EPA 2010 as well as continuing to use it to
meet EuroV emissions.

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SCR
FUEL ECONOMY: SCR may offer slightly improved fuel economy, but
the savings will be offset with the need to add Urea.
PRICE:
The engineering and hardware costs of EGR and
SCR are expected to be competitive.
MAINTENANCE: No extra uids to ll, no additional systems to break
or parts or uids to stock, and no new technician
training required.
DRIVERS:
Nothing new to learn, no additional uids to ll or
worry about.
WEIGHT:
With an SCR system weighing in at 300-400 pounds
or more, EGR has a signicant advantage at only
70-100 pounds.
PACKAGING:
No additional aftertreatment hardware means no
reengineering for TEMs.
TRADE VALUE: If the rest of the industry begins utilizing advanced
EGR, what will SCR trucks be worth at trade-in?

Other Manufacturers Stretegies

EGR

The Choice is Clear


Advanced EGR from MaxxForce is the best solution
to meet the 2010 EPA emissions requirements.

ADVANCED EGR
2010 Emission Compliant

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But They Said...

The competition is making a lot of statements about Navistars


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

EGR is just temporary, theyll switch to SCR in 2012

SCR will cost less since it gets


better fuel mileage
Remember that you also need to add
the cost of urea, so operating costs will
be comparable.
And its not just us saying that

Navistar is committed to the path of EGR, now and in the future. As of 2012, credits will no longer
be allowed to certify engines to the 0.2g/bhp-hr standard. By that time, we will have ne-tuned our
engine systems and calibration to meet the standard at the tailpipe without credits or other additional
aftertreatment hardware.

Navistar is building a dirty engine


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

Navistar is the only manufacturer using credits


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

Customer Impact

What it Means to Our Customers

Mid-range diesel customers will still be able to get a full


range of engines, from the MaxxForce 7 on up to the
MaxxForce 10. We will have available horsepower ratings
from 220 on up to 330, and torque ratings from 560 up
to 1150 lb/ft.

For Class 8 on-highway customers, using EGR instead


of SCR means 300 pounds more payload capacity, as
well as fuel efciency improvements of up to 2%.
No additional driver training is needed, since there
will be no change to how trucks are operated and
maintained today, and no worrying about making sure
the driver lls the urea tank or where to purchase it.
ADVANCED EGR
2010 Emission Compliant
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MaxxForce Big Bore Value Drivers


The company that has been a leader in diesel engine technology for years now offers big-bore power!

Special Equipment
Adds Versatility
MaxxForce Big Bore Ratings
HP
330
370
390
410
430
475

s Optional engine
compression
retarder brake

Torque (lb-ft)
1,250
1,350
1,400
1,450
1,550
1,700

s Optional integral REPTO


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


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

Compacted Graphite Iron

Excellent Power Characteristics


s Twin turbos and high-pressure injection system help
deliver peak torque at 1000 rpm vs. typical 1300 rpm
for competitors.
s Upshift at lower speeds

MaxxForce Big Bore Value Drivers

s Fewer downshifts

Outstanding Fuel Economy


CGI molecules intertwine providing greater strength with
thinner casting walls.

CGI Strength Margin


(vs. gray iron)
+75% tensile
+40% stiffness
+200% fatigue

s Common rail fuel system


s Low friction design

Very Low Noise, Vibration


and Harshness
s Advanced block design and high-pressure multi-shot injection
combine to produce a 30% lower noise level inside the cab.

ADVANCED EGR
2010 Emission Compliant
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Mid-Range Engines Comparison


MaxxForce7

MaxxForce DT

MaxxForce 9 & 10

Duramax 7800

Mercedes MBE900

Toyota Hino J08E

Cummins ISB

Cummins ISC

Cummins ISL

Horse Power Range

200-230

210-300

MF 9: 300-330
MF 10: 310-350

200-275

190-350

220-260

200-325

240-330

345-365

Torque Range
(lb. ft.)

560-620

560-860

MF 9: 800-950
MF 10: 1,050-1,150

520-860

520-860

520-585

520-750

660-1,000

1,150-1,250

468.9 (7.86L)

409 (6.7L)

505 (8.3L)

540 (8.9L)

Engine
Comparisons

Displacement cu.in (liters)

389 (6.4L)

466 (7.6L)

570 (9.63L)

475 (7.8L)

389 (6.4L)
439 (7.2L)

Weight (lbs.)

1,160

1,560

1,560

1,250

1,168 (6.4L)
1,310 (7.2L)

1,458

1,150

1,630

1,635

Conguration

V-8

I-6

I-6

I-6

I-6

I-6

I-6

I-6

I-6

Valves Per Cylinder

3 (Standard)
4 (Optional)

Cylinder Design

Parent Bore

Wet-Replaceable, Induction
Hardended Cylinder Sleeves

Wet-Replaceable, Induction
Hardended Cylinder Sleeves

Parent Bore w/ Dry-Slip-Fit


Liners

Parent Bore w/ Induction


Hardening at Top Ring Travel

Parent Bore w/ Dry Slip-Fit


Sleeves

Parent Bore

Wet Sleeves

Wet Sleeves

Block Reinforcement

Single-Piece Bed-Plate
Retains All 4-Bolt Main
Bearing Caps

Selected HP--1/4 Steel


Ladder-Type Reinforcement

Selected HP--1/4 Steel


Ladder-Type Reinforcement

Cast-Iron, Single-Piece Bed


Plate

None

Bolted Main Bearing Caps

Ladder Type Bottom


Reinforcement

None

None

Turbo

EVRT

EVRT

EVRT

Variable Geometry Turbo

Waste Gate / Dual-Stage


Turbos on 260+ HP

Variable Vane Turbo

Variable Geometry Turbo

Variable Geometry Turbo

Variable Geometry Turbo

Cam Followers

Hydraulic Roller

Mechanical Roller

Mechanical Roller

Flat

Flat

Roller

Flat

Roller

Roller

Fuel System

Hi-Pressure Common Rail


w/ Piezo Injectors

Electro-Hydraulic Unit
Injector - G2

Electro-Hydraulic Unit
Injector - G2

Hi-Pressure Common Rail

Unit Hi-Pressure Pump


at each Cyl.

Hi-Pressure Common Rail


(Denso)

Hi-Pressure Common Rail

Hi-Pressure Common Rail

Hi-Pressure Common Rail

Head Bolts Per Cylinder

Positive Valve Rotators

No

Yes

Yes

No

No

No

No

No

No

Replaceable Valve Guides

No

Yes

Yes

Yes

Yes

Yes

No

Yes

Yes

Replaceable Valve Seats

No

Yes

Yes

Yes

Yes

Yes

No

Yes

Yes

Fuel Filter

Element

Element

Element

Canister

Element (2 lters)

Element

Canister

Canister

Canister

Fuel / Water Separator

Standard

Standard

Standard

Standard

Standard

Standard (2007)
Optional (2006)

Standard

Optional

Optional

Cooling Jets Per Piston

1 (Targeted)

1 (Targeted)

Oil Cooler Thermostat

No

Yes

Yes

Yes

No

No

No

No

No
Jacobs C-Brake w/ 252 HP
@ 2200 RPM &
VG Turbo Brake

Braking Options

None

Diamond Logic Exhaust Brake


and Engine Brake

Diamond Logic Exhaust Brake


and Engine Brake

Exhaust (buttery type)

Exhaust (buttery type) and


Bleeder (small 4th valve)

Exhaust (buttery type)

Exhaust (buttery type)

Jacobs C-Brake w/ 252 HP


@ 2200 RPM &
VG Turbo Brake

Oil Change Intervals

10,000 mi. / 350 hrs. /


1,500 gals. Fuel

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


gals.

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


gals.

6,500 mi. / 3 months

15,000-20,000 mi.

First 3,000 mi. then every


20,000 mi. Requires HINO
Special Oil

Up to 15,000 mi. / 500 hrs. /


6 months

15,000 mi. / 500 hrs. /


6 months

20,000 mi. / 500 hrs. /


6 months

Fuel Filter Change Intervals

Every 2nd Oil Change

Every 2nd Oil Change or by


Restriction

Every 2nd Oil Change or by


Restriction

Every 2nd Oil Change

18,000-30,000 mi.

20,000 mi.

Same as Oil Filter

15,000 mi. / 500 hrs. /


6 months

Every Oil Change

52,000 mi. / 12 months

24,000 mi. Severe, 75,000


mi. Short Haul, 80,000 mi.
Long Haul

50,000 mi. / 24 months

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


months

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


48 months

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


48 months

Valve Lash Adjustment

None Required--Hydraulic
Lifters are Standard

120,000 mi. / 5,000 hrs.

120,000 mi. / 5,000 hrs.

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Big Bore Engines Comparison


International
MaxxForce 11

Mack
MP7

Volvo
VE D11

International
MaxxForce 13

Volvo
VE D13

Mercedes-Benz
MBE 4000

Mack
MP8

Detroit Diesel
Series 60

Detroit Diesel
DD15

Cummins
ISX

10.5

10.8

10.8

12.4

12.8

12.8

13

14.0

14.8

14.9

Engine
Comparisons

Displacement (liters)
Dry Weight (lbs)

2,244

2,270(B)

2,246(B)

2,244

2,519(B)

2,270

2,560(B)

2,557(A)

2970(A)

3,021

HP range

310 - 390

345 - 405

325 - 405

410 - 475

335 - 485

350 - 450

425 - 485

425 - 515

455 - 560

385 - 600

Peak Torque range (lbs. ft.)

1,250 - 1,400

1,360 - 1,560

1,250 - 1,450

1,450 - 1,700

1,350 - 1,650

1,350 - 1,650

1,540 - 1,700

1,450 - 1,650

1,550 - 1,850

1,450 - 1,850

800 RPM Torque range (lbs. ft.)

660 - 830

830 - 960

435

440

500

600

Engine Retarder Rating (HP)

280

420

420

300

435

Std 200 bhp


Opt 580 bhp

Overhaul (B50 Life)

est.1,000,000 mi

est.1,000,000 mi

est.1,000,000 mi

est.1,000,000 mi

est.1,000,000 mi

est. 850,000 mi

est.1,000,000 mi

1,000,000 mi

est. 1, 200,000 mi.

1,000,000 mi

Cylinders

Inline Six

Inline Six

Inline Six

Inline Six

Inline Six

Inline Six

Inline Six

Inline Six

Inline Six

Inline Six

Block

CGI

Gray iron

Gray iron

CGI

Gray iron

Gray iron

Gray iron

Gray iron

Gray iron

Gray iron

FEATURES

120 x 155

123 x 152

123 x 152

126 x 166

131 x 158

128 x 166

131 x 158

106 x 168

139 x 163

137 x 169

Engine Retarder

Retarder brake

PowerLeash

I-VEB Engine Brake

Retarder brake

I-VEB Engine Brake

Premium Engine Brake

PowerLeash

Jake Brake

Jake Brake

ISX IntebrakeTM

Engine Retarder Technology

compression & exhaust

compression

compression & exhaust

compression & exhaust

compression & exhaust

compression & exhaust

compression

compression

compression

compression

EGR-DPF

EGR-DPF pre 2010


SCR post 2010

EGR
Cummins MEUI

Emission Technology

EGR-DPF

Fuel System

Bosch High Pressure Common Rail

Turbo

EGR-DPF

EGR-DPF

EGR-DPF

EGR-DPF

EGR-DPF

MEUI

MEUI

Bosch High Pressure Common Rail

MEUI

Electronic Unit Pump w/


external injector lines

EGR-DPF
MEUI

DDC MEUI

Bosch Amplied High


Pressure Common Rail

Twin-Series
(non-VG)

Holset Sliding
Nozzle VGT

Sliding nozzle VGT

Twin-Series
(non-VG)

Sliding nozzle VGT

Sliding nozzle VGT

Holset Sliding
Nozzle VGT

VG

Turbocompounding - Twin
xed vane, one providing
charge boost, the other geared
to the crankshaft

Holset VG

Head

One Piece

One Piece

One Piece

One Piece

One Piece

Individual each

Camshaft

SOHC

SOHC

SOHC

SOHC

SOHC

Single in block

SOHC

SOHC

DOHC

DOHC

Valves per cylinder

Waterpump drive

belt driven

belt driven

gear driven

belt driven

gear driven

belt driven

belt driven

gear driven

belt driven

Engine Comparisons

Bore x Stroke (mm)

Engine Gear Drive Location

Rear

Rear

Rear

Rear

Rear

Rear

Rear

Front

Rear

Front

Rear PTO

Opt integ. REPTO

Opt REPTO

Opt REPTO

Opt integ. REPTO

Opt REPTO

Opt REPTO

Opt REPTO

Opt REPTO

Opt REPTO

Standard LOF Service

25,000 mi

35,000 mi

35,000 mi

25,000 mi

35,000 mi

25,000 mi

30,000 mi

30,000

50,000

25,000 mi

Oil Sump Capacity US gal (L)

11.1 (42L)

9 (34L)

9.5 (36L)

11.1 (42L)

9.5 (36L)

11 (42L)

9 (34L)

9.75 (37L)

12 (45L)

14 (53L)

Base

24 mo/ unlimited

36 mo/ 300k mi

24 mo/ 250K mi

24 mo/ unlimited

24 mo/ 250K mi

24 mo/ unlimited

36 mo/ 300k mi

24 mo/ unlimited

24 mo/ unlimited

24 mo/ 250K mi

Emissions Comp

24 mo/ unlimited

36 mo/ 300k mi

24 mo/ 250K mi

24 mo/ unlimited

24 mo/ 250K mi

24 mo/ unlimited

36 mo/ 300k mi

24 mo/ unlimited

24 mo/ unlimited

24 mo/ 250K mi

Injectors

24 mo/ 150K mi

36 mo/ 300k mi

24 mo/ 250K mi

24 mo/ 150K mi

24 mo/ 250K mi

24 mo/ 100K mi

36 mo/ 300k mi

24 mo/ 100K mi

24 mo/ 100K mi

24 mo/ 125K mi

MAINTENANCE

WARRANTY

19
MF_Advanced_EGR_Book[p].indd 19

12/17/08 10:14 AM

WHY WE CHOSE ADVANCED EGR...

WHY YOU SHOULD, TOO.

Its all about taking the burden off the customer.

Advanced EGR means less hassle.

With continued tightening of EPA emissions, we knew keeping our customers best interests in mind
would lead us to the right solution. First in 2004, then in 2007 and now, as we set out to meet the 2010
standards, were challenged to keep the burden of compliance as our responsibility, not place it on
those who own and operate our vehicles. Today Navistars proud to stand behind the approach weve
been developing for nearly a decade: advanced EGR.

Navistar believes that advanced EGR is the better way. Thats why were introducing Advanced EGR, our
advanced EGR technology, built into every Maxxforce Engine. Why Advanced EGR? Plain and simple.
It only requires one fuel diesel. So its business as usual for you and your maintenance staff. One fuel
is the rst of many advantages of Advanced EGR:
No new hardware to add
No new training to operate and maintain
No need to worry about the impact of extreme uid temperatures
No need to build and maintain urea storage on your site

Advanced EGR makes sense.


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

We looked to the future.


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

The green factor.

Truth is, its better for the bottom line.


Handling emissions through Advanced EGR is a more economical option. The fuel costs for the two
emissions solutions are equivalent, but the real cost savings with Advanced EGR are what you dont
have to plan for: driver and maintainer training, after-treatment maintenance and downtime risk
associated with urea. Simply stated, when you choose Advanced EGR from Navistar, youre sticking
with the bottom line you already know.

Theres no doubt Advanced EGR is the right choice.


And thats something we are certain of, because even after endless hours of design, engineering and
development Advanced EGR still makes sense. The only question now is how will you comply in 2010?
Will you put the burden on you, your technicians and staff? Or will you make the choice and go with
the only bus manufacturer that requires you to do absolutely nothing? Advanced EGR from Navistar. It
just makes sense.

2010 compliance centers on vehicle emissions, and there are two ways to get there. Which approach is
truly greener? Both advanced EGR and SCR comply with emissions standards, but the carbon footprint
of each should be considered as well. Think about all the necessary energy required for the production,
distribution, infrastructure, and the manufacturing for a solution that requires a new second fuel versus
advanced EGR, which requires no fueling changes whatsoever. With this in mind, the green factor just
added more support to our decision.

Specications, descriptions and illustrative material in this literature are as accurate as known at time of publication, but are subject to change without notice. Illustrations may include optional equipment and accessories and may include all standard equipment. International, the International Diamond logo, International ProStar, WorkStar, TranStar, Acteon, Sprint and MaxxForce International Diesel
Power and the MaxxForce logo are registered trademarks of Navistar, Inc. or its subsidiaries. Caterpillar, CAT, Freightliner, Detroit Diesel, Cummins, Mercedes-Benz, Volvo, Mack, Peterbilt, Kenworth, Toyota Hino, Duramax, Scania and MAN are registered trademarks or their respective corporations. AdBlue, ISB, ISC, ISM, PX-6 and PX-8 are product trademarks of their respective corporations.
Produced and Printed the U.S.A. by Navistar Engine Group
2008 Navistar, Inc., Warrenville, IL 60555

MF_Advanced_EGR_Book[p].indd 20

CGE 631 1.5M

12/17/08 10:14 AM