Introducing the N9 & N10 Engines with SCR

Introducing the N9 & N10 Engine with SCR Navistar Education 2014

Introducing the

N9 & N10 Engines

with SCR

Product Study Guide


Presented by Navistar® Dealer EducationNavistar®, Inc.


Table of Contents

Page Topic

1.1 Model and Engine Matrix

1.2 Specifications

1.3 Design

1.4 Design

1.5 Reliability and Uptime

1.6 SCR System Overview

1.7 Performance and Fuel Economy

1.8 Regeneration Summary

1.9 Model Updates

2.0 Emissions

2.1 N9/N10 Maintenance Improvements

2.2 Maintenance Comparison

2.3 Torque Comparison

2.4 Torque Specifications

2.5 Industry Comparison

2.6 Summary


Model and Engine Matrix

1.1

The N9 and N10 are both 9.3 liters in displacement with ratings starting at 275 horsepower and ending at 350 horsepower.

The N9 is offered in both the DuraStar 4400 and the WorkStar 7400.

The N10 is exclusive to the WorkStar 7500.

Take a moment to review the table; the N9 starts its rating offering at 275 horsepower and 860 pound feet (lb.-ft.) of torque. Next is the 300 horsepower at the same 860 torque value. Moving up in power is the 315 horsepower model at 950 pound feet (lb.-ft.) and then the 330 horsepower model.

The N10 takes over at 310 horsepower and gains more torque with another increase to 1050 pound feet.

At the top of the rating list is a 330 horsepower engine with 1150 pound feet and then the 350 horsepower model, again at the 1150 pound feet of torque.

Torque is twisting force, which allows these heavier gross vehicle weight (gvw) vehicles to perform with heavy loads. Note that the 7500 model vehicle, when optioned with a front driving axle is limited to the 330/1150 engine.


Specifications

1.2

The specifications for the N9 and N10 are basically the same. Both are 9.3 L, 570 cubic inch engines. In appearance there is no real difference. The main difference noted is the weight increase in the N10 over the N9. The N10 application used in the WorkStar has a larger and heavier rear engine housing to accommodate the various heavier transmission models used for severe service, which contributes to the increase in weight.

N9 Specifications N10 SpecificationsEngine Type Engine TypeConfiguration ConfigurationDisplacement DisplacementBore & Stroke Bore & StrokeCompression Ratio Compression RatioAspiration AspirationCombustion System Combustion SystemEngine Lubrication Engine LubricationTotal Engine Weight (Dry) Total Engine Weight (Dry)Dimensions DimensionsValves ValvesB50 Design Life

Diesel, 4-CycleInline 6-Cylinder9.3 L (570 cu. In.)4.59 in. & 5.75 in. (11.7 cm & 14.6 cm)17.2:1Two-Stage Turbochargers, Intercooler & AftercoolerDirect Injection30 Quarts (28 L)1,425 lbs. (646 kg)L 45 in. x W 42 in. x H 47 in. (L 114 cm x W 107 cm x H 119 cm) 4 Valves per Cylinder550,000 mi (885,139 km) B50 Design Life

Diesel, 4-CycleInline 6-Cylinder9.3 L (570 cu. In.)4.59 in. & 5.75 in. (11.7 cm & 14.6 cm)17.2:1Two-Stage Turbochargers, Intercooler & AftercoolerDirect Injection30 Quarts (28 L)1,897 lbs. (862 kg)L 45 in. x W 42 in. x H 47 in. (L 114 cm x W 107 cm x H 119 cm) 4 Valves per Cylinder550,000 mi (885,139 km)


Design

1.3

The design of the engine is what makes this adurable engine. The engine utilizes a wet sleevedesign which is a premium design used in dieselengines. The piston rides in a cylinder sleeve whichis inserted into the engine block. Using an insertedsleeve has multiple benefits:

First, the cavity the sleeve is inserted into is large enough to allowthe water jacket around it to fully encircle the sleeve. This allowsthe cylinder to have 100% even cooling around its circumferenceeliminating any potential hot spots and contributing to even wearpatterns and long life.Additionally, the cylinder sleeves can be removed and replaced.When this is done, the cylinder is returned to an as new status.This process can be done at the end of the engine's life, thusextending the life of the vehicle. Replacement can also be doneindividually, should a single cylinder repair be required. Generally,in an engine that is a parent bore design, damaging an engineblock is catastrophic, not so in a wet sleeve engine.

In addition, these repairs or rebuilds can be donemore cost effectively as the engine does not need tobe removed from the chassis. Rebuilding and/orrepairing a parent bore engine require its removalfrom the chassis. Machining processes are required,and since the cylinder is generally bored to an oversizedimension, the engine is not returned to an as newstatus.Diesel engines have very high compression ratios,which makes ensuring good engine block to cylinderhead integrity is required. The N9 & N10 have 6 boltssurrounding every cylinder to provide a tight and evenclamp load.


Design

1.4

The connecting rods in the N9 & N10 engines use aprocess called �fracturing�; they are also �fractured� onan angle. Let us examine why.Fracturing rods, instead of machining the rod and capjoint, makes a better joint. The fracturing process issimilar to when you break a piece of drywall or cut a pieceof glass. The two pieces fit together as a mirror image ofeach other. Additionally, the rough texture found at thefracture line increases the surface area of the matingsurfaces and works to lock the pieces together over alarger area. Both attributes are good for a bolted, highstress joint of this nature.

The rod cut is angled to allow the spinning motion at thepoint of greatest stress, to slide over the complete half ofthe bearing shell rather than ride over the bearing shellcut line. For many years connecting rods were machinedwith the division line perpendicular to the rod, howeverbetter practices developed and the best in class method isto angle cut the rod.

Finally, a reinforcement ladder is added to the mainbearing caps. This works to add additional rigidity to thebottom end of the engine which contributes to long life.


Reliability and Uptime

1.5

Learnings from the previous MaxxForce engine areincorporated into the N9 and N10 models with SCR. TheEGR Cooler, short for Exhaust Gas Recirculation, isdesigned to enhance its reliability in a number of ways.First - the cooler housing is an aluminum casting. Second,the cooler bundle inside the housing is allowed to expandand contract, or float, with the thermal changes seeninside the cooler. Next, the water connections are shorthard lines that reduce the risk of leakage. Then, thecooler is bolted to the side of the engine that reducesvibration. Finally, the cooler is mounted low on theengine ensuring good coolant flow into and through thecooler. All these items contribute to reliability.

Finally, the last area of improvement is seen in thecombination of an improved crankcase breather andcrankcase breather baffling inside the engine. Crankcaseventilation is required to vent off pressure built up insidethe crankcase due to blow by. These components worktogether to reduce the oil mist that is contained with thisprocess and return the oil to the oil pan or draft anyremaining vapors outside the engine. Formerly, thesefinal vapors were routed back into the intake air flow,while this was an expedient method to expel thesevapors, if a problem occurred, it could put too much oilvapor into the intake air stream and cause components tobecome fouled. This potentiality no longer exists as theenhanced system vents these vapors outside of theengine.The results of these upgrades is a better, and ultimately,simpler system that contributes to making the N9 andN10 with SCR extremely reliable.

The second areas of improvements are seen in some ofthe key components of the engine. Items such as theInjection Pressure Regulator valve, the Injection ControlPressure Sensor, the Injectors themselves and the highpressure oil rail all contribute heavily into theperformance and reliability of the engine. These keycomponents have been systematically upgraded over thepast couple years to provide optimum levels of reliability.


SCR System Overview

1.6

This process is used to reduce the emission of oxides of nitrogen, more commonly referred to asNOx. To accomplish this, a fluid, Diesel Exhaust Fluid, or DEF, is injected into the exhaust streamahead of a catalyst. A chemical reaction takes place that changes the NOx into environmentallyharmless chemicals of nitrogen and water.Depending on the truck, the specifications will determine whether a horizontal system is used or theswitchback system, commonly located under the passenger side of the cab. Due to the betterpackaging of the switchback system, you may be more familiar with this style.

The N9 and the N10 uses an aftertreament system manufactured by Cummins Emissions Solutions,this provides International with the opportunity to use an industry proven supplier as well as tocommunize the aftertreament between Navistar trucks equipped with Cummins engines or withInternational engines.The N9 and N10 meet all the regulatory requirements of both the United States EPA and theCalifornia Air Resources Board.


Performance and Fuel Economy

1.7

Usage of the SCR method to reduce emissionsallows the engine to be tuned in a manner thatis beneficial for customers. Allowing greater fuelmileage than customers may have seen in someof their recent engines, and allowing a gain inperformance as well. This is simply because theduty to decrease emissions has been movedfrom off the engine, to the exhaust stream.Simply put, the engine has less to manage in theECM, and the effort can now be directed atefficiency and performance gains.


Regeneration Summary

1.8

The benefit of utilizing SCR for emission control issignificant.

By using the exhaust to reduce NOx, the engine can betuned to reduce PM, or Particulate Matter. Previously,MaxxForce engines had to do both, reduce NOx andreduce PM. As stated earlier, the ECM now has less to doand this allows re-tuning of the calibration.

Via the recalibration inherent in utilizing SCR, the engine isre-tuned to make less Particulate Matter. Less PM is whatis happening in the Diesel Particulate Filter which lowersthe need for regeneration. Lowered need forregeneration means less fuel needs to be devoted toregeneration which is again, good news for the truckoperator. Another benefit of the re-tuning is that anyregeneration that is performed is more efficient.Therefore, using SCR creates a situation where lessregeneration is required, and the regenerations that dooccur, occur with better efficiency. This creates a win-winsituation.


Model Updates

1.9

Physical changes to the engines were kept to a minimum.The components colored on the slide have been updated,with basic functionality unchanged. Minimizing change isa benefit.

To accommodate the new aftertreatment system the ECMcapability was updated and of course the requiredsensors, brackets, software to run the SCR injectionsystem.

The engine itself was simply cleaned up to improve theplumbing of the interstage cooler and the relatedplumbing.

Enhanced interior coatings were done to the intakemanifold, the EGR mixing duct, and the EGR crossover tubeto better protect against the exhaust fumes containing EGR.


Emissions

2.0

Emissions compliance is a given at this time.Previously, Navistar used a credit strategy to meet emission requirements - while credits were100% within the guidelines and the rule of law - it was complex for people to understand, goingforward with the N9 and N10 Navistar will not need the credit program for compliance.

Additional emission requirements that are also a part of compliance is OBD - On BoardDiagnostics, which is seen by the Malfunction Indicator Lamp on the dashboard which indicates anemissions fault. Greenhouse Gas is another requirement that started in 2014 and Navistar iscompliant there as well. The changes are transparent to the user and results in a total vehiclecertification.


N9/N10 Maintenance Improvements

2.1

Moving to the SCR and the reduction of workload on the engine has allowed Navistar to significantly enhance the maintenance intervals compared to the previous MaxxForce.

Another New Feature - the Change Oil Indicator Lamp will be active as a standard offering when equipped with the International N9 and N10All this being accomplished, and removing the centrifuge filter at the same time, results in longer maintenance intervals and a reduction in the oil filter system.

Look at the percent improvement column on the chart. � 83% longer when using miles.� 9% percent longer when using hours� 57% longer when using gallonsThen the fuel filters too - 16% longer on the miles and a corresponding 9% on hours.This is a result of the lowered Particulate Matter output of the engine.Drain intervals are the shortest, or the first to occur of the miles - hours - or gallons, and occasionally the calendar.Therefore, if your customer runs a box truck between 2 Midwestern towns, they will probably be in miles. Alternatively, high hour, high PTO use vehicle such as a sewer sucker or digger derrick, will most likely see hours come up first, and a hardworking snow plow will most likely churn through the fuel as it completes its all important task.


Maintenance Comparison

2.2

Obviously this same good news will carry through when reviewing the N9 and N10 engine against its primary competitor, the Cummins ISL and the Paccar PX9.

Note the ** double asterisks squares showing the advantages for the International N9 and N10.Besides the longer change intervals highlighted previously - the ISL and the PX9 both have crankcase breathers that must be maintained and their standard coolant maintenance intervals are considerably shorter than the N9 and N10.


Torque Comparison

2.3

Comparing the power curve of the Navistar N10 against the Cummins ISL/Paccar PX9 shows a drivability advantage as well. Torque moves the vehicle, so the faster torque rise of the N10, which will be similar throughout the N9 and N10 range, will result in a better drivability feel for the truck. The rating shown was chosen due to its near identical rating to better illustrate the point. Same rating - different feel.


Torque Specifications

2.4

The N9 and N10 provides big power in an inline 6-cylinder engine, with ratings up to 330 horsepower and 950 lb. ft. of torque for the N9 and ratings up to 350 horsepower and 1150 lb. ft. of torque for the N10.

The new dual sequential turbochargers are designed to deliver powerful performance for any job. The smaller, low pressure turbo responds quickly for immediate take-off at low engine speeds, and the high pressure turbo provides peak power at higher engine speeds and on steep grades.


Industry Comparison

2.5

Comparing the N9 and N10 to the other competitor�s engines in the medium market shows the Navistar engines have the largest displacement and the heaviest weight. This translates to the durability discussed earlier with the power and stamina to work in trucks well above 33,000 pounds gross vehicle weight.

Looking at the chart, it exemplifies the size of the N9 and N10, the main bearing diameter is the largest in the industry, comparing favorably to significantly larger engines. This translates to a less load factor for a given power output, therefore working to ensure long term durability.

Largest MRD in the Industry:

� N9 & N10 9.3L displacement

� Weight � 1,870 lbs.

� ISL/PX9 8.9L displacement

� Weight - 1,697 lbs.

� ISB/PX7 6.7L


� Hino 7.7L



Summary

2.6

� The N9 and N10 will see better fuel mileage as a result of the SCR transition. A more economical tune to the engine, and a lowered need for regeneration which also consumes fuel.

�

� Fully compliant with all aspects of emissions regulations without complex strategies.�

� Maintenance improvements translate directly to lower cost of operations for the owner - and compare favorably to competitive choices.

�

� Performance is excellent, high torque early in the rpm range makes for an enjoyable truck to drive.�

� During the last few years we've learned a lot about components and have made improvements to individual pieces that contribute to a greater whole.

�

� And finally, this adds up to an efficient and cost effective engine for your customers operation.


Documents

Introducing the N9 & N10 Engines with SCR