Advanced EGR vs SCR

ADVANCED EGR2010 Emission Compliant

MF_Advanced_EGR_Book[p].indd 1 12/17/08 10:13 AM

2

EPA Regulations

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

In 2010 NOx emissions must be reduced from 1.2 g/bhp-hr (grams per brake horsepower hour) to 0.2 g/bhp-hr.

WHAT IS NOx?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.

5.0

500 PPM(6/93)

SULFURContentIn Fuel

NOx

(g/bh

p-hr)

Particulate Matter (g/bhp-hr)

ULSD15 PPM

(6/06)

4.0

2.5

1.2

0.20.0

0.0 0.01 0.10

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 fi rst place.


3

EPA vs. Euro Standards

EPA regulations in the US are also typically adopted by Canada.

The European Union’s 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.

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.

5.00

EPA941994

Euro II EPA98 Euro III EPA04 Euro IV EPA07 Euro V EPA10 Euro VI1996 1998 1999 2004 2005 2007 2008 2010 2013

EPA941994

Euro II EPA98 Euro III EPA04 Euro IV EPA07 Euro V EPA10 Euro VI1996 1998 1999 2004 2005 2007 2008 2010 2013

NOx

(g/bh

p-hr)

PM (g

/bhp-h

r)

5.22

4.00 3.73

2.50 2.61

1.20 1.49

0.20 0.37

0.10

0.186

0.100.075

0.10

0.015 0.01 0.015 0.01 0.007

NOx

PARTICULATE MATTER

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.

EPA

Regu

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ns &

Sta

mda

rds



4

T

T

Diesel P

articulate Filter

EGR - CoolerOxidationCatalyst

T

∆P

NOxNOxT Urea Doser

Tank must beinsulated and

heated

Clean Air

Level Sensor

Urea TankNH3 Slip Cat

Cha

rge

Air

Coo

ler

SCR Catalyst

Urea

Tank

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.

The engine includes an EGR system, much like today’s engines, and it creates exhaust which includes particulate matterand NOx

Exhaust passes through the oxidation catalyst and on to the DPF, which cleans the soot. From there, the exhaust passes to the SCR catalyst

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.

Pump supplies urea to the SCR injection system

The injector sends the urea into the SCR catalyst

Urea mixes with the exhaust gases and turns into ammonia and carbon dioxide, then reacts with NOx to produce nitrogen and water vapor

The end result of this process is lowered levels of NOx to meet the EPA 2010 emissions standards

EGREGR

SCRSCR

2007 NOx Level

2010 NOx Level

Emissions Solutions SCR


5

An alternative solution involves refi ning 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 fi rst place.

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 fl uid or DEF, so the costs of operating the engines are similar.

In-CylinderEGR

2007 NOx Level

2010 NOx Level

In-CylinderEGR

EGR

Navistar’s 2010 compliant engines will be very similar to the 2007 compliant engines, with no additional aftertreatment components or fl uids required

Emis

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6

Urea + Deionized water = DEF (Diesel Exhaust Fluid)

The mix of urea used for agricultural applications will NOT work for diesel engines.

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.

60 to 70°F

50 to 60°F

40 to 50°F

30 to 40°F

20 to 30°F

10 to 20°F

0 to 10°F

–10 to 0°F

Below –10°F

Winter AverageLow Temperature

Above 110°F

100 to 110°F

90 to 100°F

80 to 90°F

70 to 80°F

60 to 70°F

50 to 60°F

Summer AverageHigh Temperature

12°F / -11°C

32°F / 0°C

85°F / 30°C

122°F / 50°C Urea begins to emitammonia gas

Urea begins to break down

Urea freezes

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

Temperature (°F)

Stor

age

Life

(mon

ths)

30

20

86 95 104 122 140

10

0

Deionized Water67.5%

Chemical Urea32.5%

All About Urea


7

Urea is corrosive to aluminum, so it must be stored in stainless steel or heavy grade plastic containers.

AdBlue warning from Mercedes owners’ manual.

The price of AdBlue (European brand of urea) increased 15-30% in early 2008.

Urea is made from natural gas, so prices can be quite volatile.

All A

bout

Ure

a

How Much Does it Cost?With NO government mandate, there is no assurance it will be readily available.

$17.76 plus taxper HALF-gallon

10-24-08

$12.00per gallon



8

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

SCR Hardware

Urea weighs 9.1 pounds per gallon. The complete SCR system and fl uid will add 300-400 pounds of weight to the vehicle.

What does it take to makean SCR system work?Trucks utilizing SCR for emissions reductions will require signifi cant additional hardware beyond today’s exhaust packaging, resulting in reengineering work for TEM’s.

Additional parts, components and complex electrical interfaces could reduce SCR system reliability.

48 36 24 12

0

12 24 36 48 60 72 (IN)

Urea Injector Supplyand Heating Lines

Urea Tank; Power Supply; Heating Unit; Pump

Battery Box & Air Tank Module

SCR CatalystAMOX CatalystShown canned including: Temperature Sensors; NOx Sensor Electrical Clipping Bar and Mounts

Urea Injector

Added SCR Hardware

DPFDOC

Current Hardware

DEF Pump

Temperature Sensors

CatalyticConverter

UreaInjector

AftertreatmentControl Module


9

EPA Requirements for SCR Systems

SCR

Hard

war

e &

EPA

Req

uire

men

ts

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.

UREA = FUEL

Without Urea, the Vehicle WILL NOT RUN

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 fl uid other than urea in the tank.

Although not fi 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.

DPF

HESTUrea

Solution

Urea Solution lamp added to alreadycomplex EPA07 package

With a low urea level, a warning light will appear which should be augmented by an audible warning.

1Next, the engine will de-rate and the driver will feel a power loss.

2As the issue progresses, vehicle speed would be limited well below typical operating levels.

3Finally, when the vehicle is shut down, there will be a no start condition.

4



10

The Advanced EGR Solution

How will MaxxForce™ and Navistar® meet the new emissions

Step 1Advanced Fuel Injection TechnologyOur next-generation fuel injection systems are capable of deliveringfuel into the cylinder multiple times per cycle and at higher pressures.Utilization of one or more pre- and post-injections along with themain injection event means combustion can take place over alonger period and be more complete, resulting in less creation ofNOx emissions.

Step 2Proprietary Combustion Bowl DesignOur redesigned combustion bowl combines with the higher fuel injection pressure to break the fuel up into a fi ner mist spread more evenly inside the cylinder, resulting in a more complete and cleaner burn.

Early Injection

Main Injection Event

TDC BDC

Post Injection

Extra Exhaust Hardware Extra Fluid

OLD DESIGNFuel not distributed evenly, burns inconsistently

NEW DESIGNFuel is a fi ner mist for a smoother, more complete and cleaner burn


11

The

Adva

nced

EGR

Sol

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requirements without all the added weight and complexity of SCR?

Step 3Advanced Air ManagementAdvanced EGR utilizes dual turbochargers: the fi 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.

Step 4Electronic Calibration StrategiesEngine 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 effi ciency in many different situations.

Additional Driver Training Additional Maintentance

The advanced EGR system on a MaxxForce engine will only add70-100 pounds to the vehicle, signifi cantly LESS than an SCR system.



12

Other Manufacturers’ Strategies

CaterpillarCaterpillar has announced that they are exiting the on-highway engine market as of 2010.

Freightliner / Detroit DieselDetroit Diesel is driving towards commonengine platforms with parent company Mercedes and will be utilizing SCR to meetEPA 2010 emissions.

Peterbilt / KenworthIn 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 useEGR, Cummins recently changed course andhas now announced they will add SCR systems to their engines to comply with 2010 emissions requirements. The ISM will no longer be produced.

Mercedes-BenzMercedes has used SCR in Europe since2004, and is introducing it in the US forEPA 2010 as well as continuing to use it to meet EuroV emissions.

Scania and MANWhile Scania and MAN have previouslyutilized SCR to meet EuroIV standards, both companies recently announced a transitionto EGR technology to meet EuroV standardsgoing forward.

Volvo/MackVolvo 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.


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Othe

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ies

EGR SCRFUEL 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 fl uids to fi ll, no additional systems to break or parts or fl uids to stock, and no new technician training required.

DRIVERS: Nothing new to learn, no additional fl uids to fi ll or worry about.

WEIGHT: With an SCR system weighing in at 300-400 pounds or more, EGR has a signifi cant advantage at only 70-100 pounds.

PACKAGING: No additional aftertreatment hardware means no reengineering for TEM’s.

TRADE VALUE: If the rest of the industry begins utilizing advanced EGR, what will SCR trucks be worth at trade-in?

The Choice is ClearAdvanced EGR from MaxxForce is the best solution to meet the 2010 EPA emissions requirements. ADVANCED EGR

2010 Emission Compliant


14

“But They Said...”

The competition is making a lot of statements about Navistar’sAdvanced EGR strategy. Here are some of their claims and the actual facts:

Navistar is using credits to meet the requirementsActually, this is true, but here’s 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 company’s contribution to the environment.

EGR is just temporary, they’ll switch to SCR in 2012Navistar 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 fi 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” engineNavistar has been a leader in clean diesel technology on many fronts; we were the fi rst to market with electronic emissions controls in 1994, the fi rst to introduce Green Diesel Technology® in 2000, with the fi rst diesel engine with emissions equal to natural gas and most recently the fi rst to mass-produce 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 creditsNavistar 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.

SCR will cost less since it gets better fuel mileageRemember that you also need to addthe cost of urea, so operating costs will be comparable.And it’s not just us saying that…


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What it Means to Our Customers

Cust

omer

Impa

ct

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.

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 effi ciency 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 fi lls the urea tank or where to purchase it.



16

MaxxForce™ Big Bore Value Drivers

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

MaxxForce Big Bore Ratings

HP Torque (lb-ft)330 1,250370 1,350390 1,400410 1,450430 1,550475 1,700

Special EquipmentAdds Versatility Optional engine compressionretarder brake

Optional integral REPTOfor mixer applications

Programmable electronic parameters for increasedfuel economy

Optional FEPTO for snowplow applications


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Max

xFor

ce B

ig B

ore

Valu

e Dr

iver

s

High Strength Without Added WeightNo engine offers a higher power-weight ratio than the MaxxForce big bore engine with compacted graphite iron cylinder block.

Excellent Power Characteristics Twin turbos and high-pressure injection system help deliver peak torque at 1000 rpm vs. typical 1300 rpm for competitors.

Upshift at lower speeds

Fewer downshifts

Outstanding Fuel Economy Common rail fuel system

Low friction design

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

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

CGI molecules intertwine providing greater strength with thinner casting walls.

Conventional Gray Iron Compacted Graphite Iron



18

Engine Comparisons

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: 300-330MF 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

Displacement cu.in (liters) 389 (6.4L) 466 (7.6L) 570 (9.63L) 475 (7.8L) 389 (6.4L)439 (7.2L) 468.9 (7.86L) 409 (6.7L) 505 (8.3L) 540 (8.9L)

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

Configuration V-8 I-6 I-6 I-6 I-6 I-6 I-6 I-6 I-6

Valves Per Cylinder 4 4 4 4 3 (Standard)4 (Optional) 4 4 4 4

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 ReinforcementSingle-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 4 6 6 4 4 6 6 6 6

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 filters) Element Canister Canister Canister

Fuel / Water Separator Standard Standard Standard Standard Standard Standard (2007)Optional (2006) Standard Optional Optional

Cooling Jets Per Piston 1 1 (Targeted) 1 (Targeted) 1 1 1 1 1 1

Oil Cooler Thermostat No Yes Yes Yes No No No No No

Braking Options None Diamond Logic Exhaust Brake and Engine Brake

Diamond Logic Exhaust Brake and Engine Brake Exhaust (butterfly type) Exhaust (butterfly type) and

Bleeder (small 4th valve) Exhaust (butterfly type) Exhaust (butterfly type)Jacobs C-Brake w/ 252 HP

@ 2200 RPM & VG Turbo Brake

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

Valve Lash Adjustment None Required--Hydraulic Lifters are Standard 120,000 mi. / 5,000 hrs. 120,000 mi. / 5,000 hrs. 52,000 mi. / 12 months

24,000 mi. Severe, 75,000 mi. Short Haul, 80,000 mi.

Long Haul50,000 mi. / 24 months 150,000 mi. / 5,000 hrs. / 48

months150,000 mi. / 5,000 hrs. /

48 months150,000 mi. / 5,000 hrs. /

48 months

Mid-Range Engines Comparison


19

Engine Comparisons

International MaxxForce 11

MackMP7

VolvoVE D11

InternationalMaxxForce 13

VolvoVE D13

Mercedes-BenzMBE 4000

MackMP8

Detroit DieselSeries 60

Detroit DieselDD15

CumminsISX

Displacement (liters) 10.5 10.8 10.8 12.4 12.8 12.8 13 14.0 14.8 14.9

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 – – – – – –

Engine Retarder Rating (HP) 280 420 420 300 435 Std 200 bhp Opt 580 bhp 435 440 500 600

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

FEATURES

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

Bore x Stroke (mm) 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

Emission Technology EGR-DPF EGR-DPF EGR-DPF EGR-DPF EGR-DPF EGR-DPF EGR-DPF EGR-DPF EGR-DPF pre 2010 SCR post 2010 EGR

Fuel System Bosch High Pressure Com-mon Rail MEUI MEUI Bosch High Pressure Com-

mon Rail MEUI Electronic Unit Pump w/external injector lines MEUI DDC MEUI Bosch Amplified High

Pressure Common Rail Cummins MEUI

Turbo 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 fixed 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 4 4 4 4 4 4 4 4 4 4

Waterpump drive belt driven belt driven gear driven belt driven gear driven belt driven belt driven gear driven - belt driven

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

MAINTENANCE

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)

WARRANTY

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

Big Bore Engines Comparison

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WHY WE CHOSE ADVANCED EGR... WHY YOU SHOULD, TOO.It’s all about taking the burden off the customer.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, we’re challenged to keep the burden of compliance as our responsibility, not place it on those who own and operate our vehicles. Today Navistar’s proud to stand behind the approach we’ve been developing for nearly a decade: advanced EGR.

Advanced EGR makes sense.Next year you’ll 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 don’t change. Compare this to the SCR solution, where changes include signifi cant 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 that’s 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. It’s a sign that customers are demanding a better way.

The green factor.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.

Advanced EGR means less hassle.Navistar believes that advanced EGR is the better way. That’s why we’re 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 it’s business as usual for you and your maintenance staff. One fuel is the fi 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 fl uid temperatures– No need to build and maintain urea storage on your site

Truth is, it’s 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 don’t 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, you’re sticking with the bottom line you already know.

There’s no doubt Advanced EGR is the right choice.And that’s 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.

Specifi cations, 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 it’s 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 CGE 631 1.5M

®


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Advanced EGR vs SCR