A 40% reduction in NOx emissions is driving new technologiesHow will Tier 3 EPA regulations effect the performance of the new PowerTech Plus 6.8L & 9.0L excavator engines?Will power go down?Will torque go down?Torque is higherIs fuel economy worse?Fuel economy is betterPower has increasedClean Without Compromise

PowerTech Plus TechnologyClean Without Compromise4-Valve HeadsHigh Pressure Electronic fuel systemsVGTs (Variable geometry turbos)Cooled-EGR (Exhaust gas recirculation)4 Building Blocks of PowerTech Plus

How does it work?PowerTech Plus Technology

Cooled-EGRWorld-Class Fuel EconomyExhaust Gas Recirculation (EGR) ValveExhaust Gas Recirculation (EGR) Cooler10-15%1000oF+

Cooled-EGRReduces NOx by cooling combustionCools combustion by reducing oxygen concentration in the combustion chamberReduces NOx without retarding timingMore Power and Torque Improved fuel economyWorld-Class Fuel Economy

Variable Geometry TurbochargerVariable Turbine Inlet VanesImproved Torque & Fuel Economy

VANES

Vanes-Open

Vanes-NearlyClosed

Variable Geometry TurbochargerVGT vanes work just like the nozzle on a fire hoseA narrower nozzle increases velocity Turbo speed and boost go upImproved Torque & Fuel Economy

Variable Geometry TurbochargerVGT provides superior performance under all conditionsQuicker responseIncreased torqueImproved fuel economy

Improved Torque & Fuel Economy

Variable Geometry TurbochargerOn-Road Technology with Off-Road ToughnessExclusive dual-cooled actuator for hot off-road environmentsExclusive hardened stainless steel linkage for tough off-road shock and vibration Titanium compressor wheelMore turbo testing than ever before at John DeereOver 200,000 hours of durability testImproved Torque & Fuel Economy

Question from a technician in a previous class.It looks like the path of least resistance for exhaust gas is out the muffler. What causes the exhaust gas to flow into the intake manifold?

What does it do for your customer?World-Class PowerTech Plus Performance

More Power at Every Speed2602803003201700180019002000261 hp284 hpBare Engine (Gross) HP330C350DReduced Rated Speed

More Power at Every SpeedBare Engine (Gross) HPReduced Rated Speed

Better Fuel Economy Where it Counts0%10%20%30%40%50%60%70%80%90%100%Load330C Excavator Digging Cycle50 minutes of every hour are spent at 60% to 80% loadCompare Bare Engine Fuel Economy vs. Load9% lower at 75% loadSaves 1 GPH @ 200 hp8.1LGPH / HP *Time Spent9%9.0L

Better Fuel Economy Where it Counts2%270 Excavator Digging CycleHigher average loadsPeak at 80% to 95%6.8L Bare Engine Fuel Economy5% lower at Full load2% lower at 75% load0.0460.0480.0500.0520.05420%15%10%5%0%GPH / HP *Time SpentTier 2 PowerTechPowerTech Plus50%60%70%80%90%100%Load

Competitive Tier 3 Engines

Competitive Tier 3 EnginesCat C9 @ 300 hpCat C9 @ 275 hp5% higher than 9.0L4% higher than 9.0LGPH / HPRated HorsepowerGallons per Hour at Rated HP=0.0400.0450.0500.0550.060Cummins QSC @ 230 hpCummins QSB @ 190 hp6.8L @ 202 hp6.8L @ 189 hp16% higher than 6.8L16% higher than 6.8LBare Engine Data9.0L @ 284 hpCummins QSL @ 280 hp4% higher than 9.0L

Other Tier 3 Engines* Retarded combustion timing and hot EGR are used for NOx control Reduced power and higher fuel consumption ** Waste-Gated Turbos: Less efficient, higher fuel consumption** Non-Adjustable Turbos: Increased turbo lag and reduced torque 4 valve headElectronic fuel injectionVariable Geometry TurboCooled EGR

ACERT was the original name of Cats on-highway Tier 3 emissions systemSeries TurbochargersHydraulic valve actuatorsDiesel oxidation catalystThe ACERT Myth None of those things are used off-road

The ACERT Myth For off-road, only three things define ACERT FUEL DELIVERY The multiple-injection process introduces fuel into the combustion chamber in a number of precisely-controlled microbursts. * Note: Everyone uses multiple injectionsELECTRONICSThe brain power for ACERT Technology comes from Cat ADEM 4 electronic controllers. * Note: Everyone uses electronic controllersAIR MANAGEMENTTier 3/Stage IIIa off-road engines include cross-flow heads and waste-gated turbochargers *Note: Everyone uses cross-flow heads on some engines,Waste-gated turbos are widely used old technology* Cat off road ACERT brochure LEDH4624-01

The ACERT Myth For off-road, only three things define ACERT FUEL DELIVERY The multiple-injection process introduces fuel into the combustion chamber in a number of precisely-controlled microbursts. * Precise control of fuel injection.Note: Everyone uses multiple injections & have precise control of fuel injection.ELECTRONICSThe brain power for ACERT Technology comes from Cat ADEM 4 electronic controllers. * Note: Everyone uses high power electronic controllersAIR MANAGEMENTTier 3/Stage IIIa off-road engines include cross-flow heads and waste-gated turbochargers *Note: Everyone uses cross-flow heads on some engines,Waste-gated turbos are widely used old technology* Cat off road ACCERT brochure LEDH4624-01

Other Tier 3 TechnologiesVolvo V-ActRetarded TimingHot EGR Non-adjustable TurbosCumminsRetarded TimingHot EGR Waste-Gate TurbosIsuzuCooled EGR Conventional Turbos

Komatsu4.5L, 6.7L, 8.3LSame as Cummins11L & 15.2L ecot3Cooled EGRWaste-gate Turbos

Whats already proven?Whats new?World-Class PowerTech Plus Dependability

World-Class Dependability4-Valve 6.8L is already field-proven in the Tier 2 PowerTech versionDescended from the World-Class 2-valve 4.5L & 6.8L enginesThe 4-valve 6.8L sets a new standard for reliability and durability* Fewer warranty claims *Longer rebuild life **PowerTech Plus 6.8L* Based on 624H & 624J experience** Based on 624H & 624J internal component life

World-Class DependabilityEvolved from field-proven 8.1L with new heavy duty upgradesPowerTech Plus 9.0LNew Heavy-Duty CrankshaftNew Oil-Cooled Steel PistonsNew Hardened Steel Cam System

All New Block and Head

World-Class DependabilityNew Heavy Duty Crankshaft10% larger crank pins10% more rod bearing areaOutstanding strengthPowerTech Plus 9.0L

World-Class DependabilityNew high strength 9.0L steel pistonsDirected oil coolingMolyKote graphite coatingLower frictionBetter piston fitLower noiseStronger pistonPowerTech Plus 9.0L

World-Class DependabilityNew heavy-duty camshaft system1080 steel camshaft 4 times stronger than cast iron62% harderSix cam bushings instead of 4Roller cam followersPowerTech Plus 9.0L

World-Class DependabilityNew fuel filter systemAuto-Prime eliminates hand priming and filter pre-fillingImproved filter life-less fuel flow per day because pump supplies fuel as needed PowerTech Plus 9.0L

Myth versus Fact

Myth #1 Cooled-EGR requires low sulfur on-highway diesel fuelFact: FALSE Diesel fuel recommendations are unchanged. On-highway fuel is not required All Deere engines are designed to run on standard worldwide off-road fuels with up to 5000 PPM sulfur, the maximum allowed in the U.S., Canada, Mexico, Europe, South Africa, Russia, Japan, and most of South America (except Uruguay and Venezuela)

Myth #2 Engines with Cooled-EGR run hotterFact: FALSE Our new cooling systems are designed to handle the heat and deliver better efficiency than everCombustion temperatures are about 50 degrees F coolerCoolant temperatures are the same as before

Myth #3 Fuel consumption will be worse with Cooled-EGR because of higher fan loadsFact: FALSE With our new variable-speed hydraulic fan system on D-series excavators, fan power is lower than previous models under most operating conditions, which actually adds to the fuel savings

Myth #4 Engine Power will be lower with Cooled-EGRFact: FALSE John Deere has maintained or increased power with every PowerTech Plus platformOther engine manufacturers have announced decreases in power with their Tier-3 emissions technologies

Myth #5 Engines with Cooled-EGR require special oilsFact:All major engine manufacturers recommend the new API CI-4 Plus oil specification for Tier 3All major oil suppliers provide API CI-4 oils All grades of John Deere Plus-50 oil already exceed the API CI-4 Plus standardMost grades of Torq-Gard Supreme are no longer recommended

Myth #6 Dirty EGR is harmful to intake valves.

Fact: ALL diesel engine intake ports are exposed to exhaust gas. ALL diesel engines have some amount of valve overlap between intake valve opening and exhaust valve closing. In part load conditions, when intake manifold pressure is lower than exhaust manifold pressure, some exhaust gas can enter the intake port. Diesel engines have experienced this since their inception. Exhaust gas has lubrication characteristics that are actually beneficial to intake valve and seat wear.

More Power More Torque Better Fuel EconomyQuieter OperationWorld-Class Durability Clean Without CompromisePowerTech Plus 6.8L & 9.0L Engines

New Tier 3 EPA emissions limits are being phased in now for off-road equipment

*A 40% reduction in NOx emissions is driving new technologies

NOx means nitrous oxide and other similar oxides of nitrogen

Its formed at the very high temperatures and pressures that exist in a diesel engine

NOx helps form photochemical smog; The brown haze over Los Angles and other cities, and it helps cause high ozone levels, so its important to control

* How do you think Tier 3 EPA regulations effect the performance of the new PowerTech Plus 6.8L & 9.0L excavator engines?

* Will power go down?* Will torque go down?* Is fuel economy worse?

We're here to show you that * Power has increased* Torque is higher* Fuel economy is better

That's why PowerTech Plus engines are * Clean Without Compromise

All PowerTech Plus technology consists of 4 building blocks *

All PowerTech Plus engines have * 4 valve heads* Full-authority electronically controlled fuel injection systems

But the next two things are what really separate PowerTech Plus engines from the competition* Every PowerTech Plus engine has an electronically controlled variable geometry turbocharger, or VGT * Every PowerTech Plus engine has an cooled exhaust gas recirculation or Cooled-EGR

My partner is going to get up here and explain how these systems really workOn the side of the engine youll notice two new components*The EGR valve*The EGR cooler

* 10-15% of the exhaust gas is bled off the rear of the exhaust manifold and through the EGR cooler

*Temperature controlled engine coolant in continuously circulated through the EGR cooler core*where it cools off the exhaust gas from over 1000 degrees to about 400 degrees before delivering it to the EGR valve where it is mixed with the intake air

Cooled EGR reduces NOx by cooling combustion

* EGR cools combustion by reducing the oxygen concentration in the combustion chamber

I'm sure many of you have operated an OXY-Acetylene torch. How do you control the temperature?

That's right, you turn up the oxygen to make the flame hotter, and if you turn down the oxygen it cools off.

That's how EGR works. Remember, NOx forms at high combustion temperatiures

* Cooling combustion reduces NOx without retarding timing

And that's important, because advanced timing means better performance and fuel economy

*so we can deliver More Power and Torque *At the same time we actually Improved fuel economy over the higher-emissions engines they replace

The variable geometry turbo has two basic components you wont find on earlier engines, a water cooled electronically controlled actuator,

* and inside the turbine you'll find variable turbine inlet vanes that control the power, speed, and boost provided by the turbocharger

The movable inlet vanes are no part of the rotating part of the turbo, They are located around the periphery of the turbine wheel.

The vane pivot in unison on their own individual pins to form a series of variable area nozzles

Now, I think you can all see our two cutaways from where your seated. A lot of you looked at these earlier. We'd like you to stay seated, but turn your attention to the cutaway nearest you.

(Move to CUTAWAY)

This device on the back of the turbo is the VGT actuator

It gets it's instructions from the ECU to move the VGT vanes as needed to achieve a certain turbine speed or boost pressure

The actuator operates the variable inlet vanes through a hardened stainless steel linkage.

(Operate the linkage slowly in and out throughout the following)

I know you can't see much from your seats, but can you see the vanes moving?

(Move back up front and get their attention back on the screen ASAP !)

13 VANES pivot in unison.Vanes in open position.

Vanes in the nearly closed position. The vanes never close.VGT vanes work just like the nozzle on a fire hose

* With a wide open nozzle, water velocity is low

* A narrower nozzle increases velocity * Turbo speed and boost go up

The VGT provides superior performance under all conditions* Quicker responseBecause we can dial up turbo speed at light load so we eliminate turbo lag

* Increased torqueBecause we can dial in the boost we need at mid-speed without over-boosting at rated speed

* Improved fuel economyBecause we can open up the vanes at full-load-rated-speed, where most turbos over-boost

VGT technology is proven on-road, but that wasn't good enough. We took their basic technology and made it really rugged for off-road

* The dual-path water cooled actuator is unique to John Deere. The circuit board is completely water cooled on both sides

* On highway, they use a stamped steel actuator linkage. We use hardened investment-cast stainless steel * Finally, the titanium compressor wheel is strongest we've ever used. All the others are aluminum

* We did more durability testing on the turbo than ever in the history of John Deere

* Over 200,000 total test hours

Ask the students to provide an answer to this question.If the students can answer this question, they have the system figured out.The correct answer is: The control system will vary the opening size of the vgt vanes to control the exhaust gas BACK PRESSURE. The key word is back pressure. Exhaust back pressure will force exhaust gas to flow into the intake manifold, if the back pressure is higher than the boost pressure.Precise control of the amount of exhaust flow into the intake manifold will control the amount of NOx emissions.My partner is going to get up here and explain what all this technology does for your customer

You have to see it at the flywheel, or it doesn't mean much

First, it means more power and torque at every speed

* First, we're talking about bare engine horsepower. Everything you will see in this class is for the bare engine, not the complete excavator. We're not taking credit for improvements in the cooling system, or other excavator changes that save power and fuel. We're just telling you if the engine is really better than the one it replaced.

* First, let's look at the 8.1L engine used in the 330C

* 261 hp at 2000 rpm rated speed

* Now lets look at the new PowerTech Plus 9.0L

* 284 hp at 1900 rpm rated speed

* Thats 9% more power

* at 100 rpm lower speed for better fuel economy and lower noise

Let's look at the 6.8L applications

* First, the 270

* The new PowerTech Plus 6.8L puts out 7% more at 100 rpm less speed

* 5% more power on the 240DTo figure out what fuel economy will be like, we have to look at how a 330C Excavator actually digs.

* Based on data from customer machines which we followed for thousands of hours, we know that in typical production digging operations, a 330C spends 80% of it's time between 60 and 100% load, as this chart shows

* We're going to compare fuel economy on the same graphWe're talking about bare engine fuel economy, at the flywheel

* In this class, we're going to be comparing fuel economy in Gallons Per Horsepower-Hour

That's gallons per hour divided by horsepower. It enables us to make a fair comparison between the efficiency of engines with different power levels

* First, let's look at the 8.1L engine used in the 330C excavator Fuel consumption is in the .05 to .055 gallons per horsepower range.If an engine is burning .05 gallons per horsepower hour at 200 hp, that means 200 hp times .05 gallons per horsepower hour, or about 10 gallons per hour

* let's compare the new PowerTech Plus 9.0L. * It starts out the same, but at 75% load where it counts, it burns 9% less fuel at the same power level.

* That would save a one gallon per hour at 200 hp (which is about 75% load).

Let's look at the 270 digging cycle

* Average loads on the smaller excavator are higher

* Most of the time is spent at 80% to 95% load

* Let's look at the fuel economy for the old Tier 2 6.8L* The new PowerTech Plus is 2% to 5 % better where the loads are highest

The competition hasn't released their Tier 3 excavators in this power class, so we can't tell you exactly how much fuel their engines will burn in a machine. However, many of the engines we expect them to use are already available, so we can compare similar bare engines.

We figured the fairest way to compare bare engines would be to compare the data that the other manufacturers publish themselves.

Anyone can go to the Cat web-site (and Deere web-site) and download performance curves that show you exactly how their bare Tier 3 engines perform. The information is a little harder to get for Cummins, but it's out there

No one (including John Deere) publishes part load fuel consumption data, so we can't show you that, but full load fuel consumption data is widely available, so that's what we will compare.

* Once again, we're talking about bare engine data in gallons per horsepower-hour

* Here are the full load rated speed numbers for the new PowerTech Plus 6.8L and 9.0L at the ratings used in the "D" Series excavators. Youve seen these before, about .05 to a little less

* Now lets compare with the Cat C9, all over .05

* 4 to 5% higher than the 9.0L and similar power ratings

* Now lets look at Cummins. Way over .05

* 16% higher than the 6.8L at similar ratings, and 4% higher than the 9.0L

These are published numbers at full load, which is all anyone publishes. We've actually purchased some of the Cat and Cummins engines and ran them at part load. From everything we've seen, our fuel economy advantage is even higher at part load.

These are real numbers folks. Just remember that they're bare engine numbers only. We're not making any claims for Excavator fuel economy, but it's a fact that they're going to be starting at a significant disadvantage at the flywheel

So, why are some engines better than others? * Lets compare the emissions control technology used in these engines* First, cylinder heads *We expect everyone to use 4-valve heads for Tier 3 in this class of equipment, so no difference there.* How about fuel injection? *We expect everyone to use high pressure electronic fuel injection systems, so no difference there.* Cooled EGR *Here's a difference, some of our major competitors are not using cooled EGR* They use retarded timing and hot EGR to control NOx* I don't know about you guys, but that takes me back to 1975. Do any of you remember the mid '70s, before the car companies started getting serious about improving engine technology. They relied on Retarded timing, and recirculating hot exhaust gas for Nox control, and they ran terrible* We're not saying these engines are going to be that bad, but there is no way to use retarded timing and hot EGR without sacrificing performance and fuel economy.* * Here's another big difference. Only John Deere provides variable geometry turbochargers on this class of machine. Everyone else uses conventional non-adjustable turbos or waste-gated turbos. * Waste-gated turbos were perfectly good technology 5 years ago, but they are not as efficient as VGTs, and they are not the kind of technology that will allow you to keep driving performance and fuel economy forward at the same time you reduce emissions *Non-adjustable turbos are perfectly good machines too, except the don't perform very well at low speed, and they don't perform very well at high speed. They over-boost half the time, and under-boost half the time* A lot of companies have adopted trade names for their Tier 3 technology, but the one you run up against the most is probably ACERT The ACERT Myth. What is the ACERT Myth? The ACERT myth is that ACERT is something mysterious, something unique to Cat, and something better than what everyone else is doing. It's none of those things. ACERT is nothing but a trade mane that Cat applies to their electronically controlled Tier 3 engines. It doesn't mean anything else specific.

*ACERT started out as the original name of Cats on-highway Tier 3 emissions system. Their on-highway system was pretty unique*Series Turbochargers*Hydraulic valve actuators*Diesel oxidation catalyst

* None of those things are used off-road, so what does ACERT mean for off-road engines?

According to Cat's off-road ACERT brochure, only three things define ACERT for off-road

Fuel delivery, Electronics, and air management

Let's see what they say about fuel delivery:*The multiple-injection process introduces fuel into the combustion chamber in a number of precisely-controlled microbursts.

*Note: Everyone uses multiple injections. "ACERT" doesn't refer to anything special or unique to Cat

Let's see what they say about ELECTRONICS*The brain power for ACERT Technology comes from Cat ADEM 4 electronic controllers. *Note: Everyone uses electronic controllers. Once again, "ACERT" doesn't refer to anything special or unique to Cat

How about AIR MANAGEMENT* Tier 3/Stage IIIa off-road engines include cross-flow heads and waste-gated turbochargers *Note: Everyone uses cross-flow heads on some engines, The 4.5L and 6.8L have always been cross-flow, and waste-gated turbos are widely used old technology

Now lets compare the emissions control technology used in these engines

*Cummins will use: *Retarded Timing, *Hot EGR, *Waste-Gate Turbos *Volvo V-ActSame as Cummins but with non-adjustable turbos

* Let's look at Komatsu:

* up through the 8.3L, which is used in this class of machine, they use a Cummins design which should preform just like Cummins

*In larger sizes, they have their own ecot3 system, which uses cooled EGR and waste-gated turbos,

*Isuzu uses cooled-EGR with conventional turbos

Performance is only half of the picture. Durability is key. My partner is going to talk to you about what's already field-proven, and what's new and improved*4-Valve 6.8L is already field-proven in the Tier 2 PowerTech version

*Descended from the World-Class 2-valve 4.5L & 6.8L engines

*The 4-valve 6.8L sets a new standard for reliability and durability

*Fewer warranty claims

*Longer rebuild life

* now let's talk about the PowerTech Plus 9.0L

*The 9.0 L engine improves the 8.1 engine design with many new components.

The new block increase the displacement and durability with a * new larger and stronger Block* New heavy duty Crankshaft* New Oil-Cooled pistons, and*New heavy duty Camshaft

now let's talk about the 9.0L Heavy Duty Crankshaft*10% larger crank pins (for added strength)*10% more rod bearing area (for longer life)* outstanding strength

*The 9.0L has new high strength steel pistons that are virtually indestructible

* The pistons are actually internally oil cooled

*Watch this illustrationThe piston crown is actually hollow, and special targeted oil jets spray a stream of oil into a hole on the underside of the piston, where it can wash through the cooling annulus, and drain out a second hole on the opposite side

* The pistons also have a graphite coating for low friction

* The combination of the steel piston, oil cooling, and graphite coating allows us to run a much closer piston fit, * resulting in very impressive noise reductions that you will be able to listen to in the field

*And a Stronger pistonNew heavy-duty camshaft system

*1080 steel camshaft

*4 times stronger than cast iron

*62% harder

*Six cam bushings instead of 4

*Roller cam followers The fuel filter system is all new

* The new system has a new electric "Smart Pump" and automatic air bleed, so it is completely self-priming. You can change the fuel filters dry, and all you have to do to restart is turn the key to the "on" position, wait 30 seconds, and turn the key over to start. It's that simple and quick. I've demonstrated it myself many times. This is a huge improvement.

* Most importantly, these filters won't plug as fast in dirty conditions. The filter element is larger, and the electric smart pump controls the amount of fuel going through the filter to meet the needs of the engine. Previous pumps would provide excess fuel.There's a lot of conflicting Tier 3 information out there

* and a lot of it comes from our competition

* I suggest you pick up a copy of our PowerTech Plus pamphlet on your way out. It will give you the answers you need.

* Before you leave this class, we want to make sure you know the difference between the myths and that facts.Myth #4 Cooled-EGR requires low sulfur on-highway diesel fuel

*FALSE

* Diesel fuel recommendations are unchanged. On-highway fuel is not required

*All Deere engines are designed to run on standard worldwide off-road fuels with up to 5000 PPM sulfur, the maximum allowed in most of the world

When we say "except Uruguay and Venezuela" we don't mean you can't operate there, but you need to know what sulfur level you are getting from your supplier. Sulfur levels there can get very high (up to 20,000 ppm in Uruguay). If you operate in Uruguay, or Venezuela, or any country not on this list, it's important to know your fuel distributor and make sure you are getting good fuel. They should know their sulfur levels. Myth #2 Engines with Cooled-EGR run hotter

* FALSE *There is a little added heat because you have to cool a small amount of exhaust gas, but our new excavator cooling systems are designed to handle the heat better than ever *Combustion temperatures are about 50 degrees F cooler. Remember, that's what cooled EGR does * Coolant temperatures are the same as beforeMyth #3 Fuel consumption will be worse with Cooled-EGR because of higher fan loads

* FALSE

*With our new variable-speed hydraulic fan system, fan power is lower than previous models under most operating conditions, which actually adds to the fuel savings Myth #1 Engine Power will be lower with Cooled-EGR This myth us right out of that Cummins pamphlet I showed you a picture of.

* False*John Deere has maintained or increased power with every PowerTech Plus platform

* The ironic thing is that some of the same competitors who are spreading this myth are have announced decreases in power with their Tier-3 emissions technologies (without cooled-EGR)Myth #5 Engines with Cooled-EGR require special oils

* Fact:All major engine manufacturers recommend the new API CI-4 Plus oil specification for Tier 3

* All major oil suppliers provide API CI-4 oils

* All grades of John Deere Plus-50 oil already exceed the API CI-4 standard

* Most grades of Torq-Gard Supreme are no longer recommended

Myth #5 Engines with Cooled-EGR require special oils

* Fact:All major engine manufacturers recommend the new API CI-4 Plus oil specification for Tier 3

* All major oil suppliers provide API CI-4 oils

* All grades of John Deere Plus-50 oil already exceed the API CI-4 standard

* Most grades of Torq-Gard Supreme are no longer recommended

SO, what have we learned about PowerTech Plus 6.8L and 9.0L engines?

*More Power

*More Torque

*Better Fuel Economy

*Clean Without Compromise