Tier4–ourdrivingforce,youradvantage.

DEUTZ Variable Emission Reduction Technology

Since the industrialisation of the internal combustion engine

at the end of the 19th century, the increasing need for more

compact engines with a higher power density and lower fuel

consumption has led to the continuous further development

of the Diesel engine. One other important driving force since

1996 has been the need to fulfil increasingly demanding

exhaust emission legislation passed at short time intervals.

The subject of emission reduction is an extremely complex

one. Therefore, in addition to radical optimisation in the

design of the basic engine and the implementation of emis-

sion reduction measures within the engine, exhaust gas af-

tertreatment (EAT) methods are now also being implemented

in order to comply with the extremely low limits of current

emission legislation.

We are currently focussing on the fulfilment of EU Stage IV

or US EPA Tier 4, so far the strictest emission standard for

so-called non-road applications. These will be phased in

gradually between 2014 and 2015, differentiated according

to power category.

Here we remain true to our philosophy: technical changes

will only be introduced where they serve to implement legal

requirements or result in an improvement in customer

benefits.

Above all, the economy and reliability of DEUTZ engines

always remain the priority.

= NOX (+HC) [g/kWh] = Particulates [g/kWh]

EU Stage IV US EPA Tier 456 –130 kW

EU Stage IUS EPA Tier 175 –130 kW

EU Stage II US EPA Tier 275 –130 kW

EU Stage IIIA US EPA Tier 375 –130 kW

EU Stage IIIB US EPA Tier 4i

56 –130 kW

100%

90%

80%

70%

60%

50%

40%

30%

20%

10%

0%

Thedevelopmentoftheemissionlegislation

Ever since the emission legislation was introduced for mobile

machinery, emissions of nitric oxide (NOX) and diesel soot

(PM) have both been considerably reduced. The chart to the

right illustrates this.

With DVERT®, we have developed a modular system kit that

meets all these requirements. A thorough knowledge and

considerable investment in R&D were both necessary to put

this technological concept into practice.

With the introduction of the current emission standards

Stage IIIB in Europe and Tier 4 Interim in the USA, limits for

nitrogen oxides (NOX), hydrocarbons (HC) and particles (PM)

have been considerably reduced once again.

Thanks to DVERT®, our engines are also capable of fulfilling

all further legal requirements without any difficulty and even

providing a better performance at the same time in most

cases.

9.2g/kWh

0.7g/kWh

0.4g/kWh

0.025g/kWh

DVERT® is our answer to the problem of harmonising future

emission regulations with our customers’ requirements.

DVERT® stands for a modularly structured system which is

incorporated into different configurations of our engines.

The basic principle is:

“As much technology as necessary and not as much as possible.”

Almost all the elements of the DVERT® system kit can be

combined with each other to ensure the desired result with

regard to engine performance, observance of emission limits

and competitiveness. With our flexible modular system we

can ensure that “overengineering” is avoided and only as

much technology as is necessary and useful is used.

The following EAT variants will show you how we have

solved this issue for the entire power range – because we

are in the business of creating facts.

EU STAGE III A US EPA TIER 3

EU STAGE III B US EPA TIER 4 INTERIM

EU STAGE IV US EPA Tier 4

VISION

FUELINJECTION

• Mechanical pump-line-no��leMechanical pump-line-no��le

• Mechanical distributor injection pumpMechanical distributor injection pump

• DEUTZ Common Rail (DCRDEUTZ Common Rail (DCR®)

• Magnetic valve system (MVSMagnetic valve system (MVS®)

ENGINECONTROLTECHNOLOGY

• Mechanical fuel injection and controlMechanical fuel injection and control

• Mechanical fuel injection with electronic speedMechanical fuel injection with electronic speed control and engine data recording (EMR®2)

• �ully electronic engine control (EMR�ully electronic engine control (EMR®3)

COMBUSTIONMANAGEMENT

• Direct and indirect injection systemsDirect and indirect injection systems

• Natural aspirated enginesNatural aspirated engines

• Wastegate exhaust turbochargers

• Charge air coolingCharge air cooling

• 2-valve and 4-valve systems2-valve and 4-valve systems

NOXREDUCTIONTECHNOLOGY

• Simple, uncontrolled internal exhaust gas recircu-Simple, uncontrolled internal exhaust gas recircu-lation (EGR)

• Controlled exhaust gas recirculation with valveControlled exhaust gas recirculation with valve stroke management (VLM®)

• Controlled and cooled exhaust gas recirculationControlled and cooled exhaust gas recirculation

EXHAUSTAFTERTREATMENT–REDUCINGNOX

Using a combination of the following aftertreatment technologies introduced in Tier 4 interim:

• Reduction of soluble particulate matter by means of diesel oxidation catalyst (DOC)

• Reduction of diesel soot by means of diesel particulate filters (DP�).

• NOX reduction by selective catalytic reduction (SCR)

ZEROEMISSIONDIESELENGINES

EXHAUSTAFTERTREATMENT–LOWERPARTICULATES

With improved engine combustion & fuel injection systems and using the fol-lowing aftertreatment methods:

• Reduction of soluble particulate matter by means of diesel oxidation catalyst (DOC)

• Reduction of diesel soot by means of diesel particulate filters (DP�)

• NOX reduction by means of the selec-tive catalytic reduction (SCR)

Tier 4 interim/Tier 4: Tier 4 interim:TCD 2.9 L4 TCD 3.6 L4

1•Withenginesof<4L,15%morepowerthancomparableTier3engines

•Upto10%loweraveragefuelconsumptionthroughdownsi�ingownsi�ing

•MaintenancefreeandcompactEATsystemwhichcanbeoptionallymountedontotheengine

•Tier4 in combination with ���� systemin combination with ���� systemincombinationwith����system(>56kW)

Tier 4 interim: TCD 4.1 L4TCD 6.1 L6 TCD 7.8 L6

2•Withenginesof4-8L,upto25%morepowerthancomparableTier3engines

•Fuelconsumptionupto5%lower

•�ompactEATsystem&variantsdesignedforeasyinstallation

•�uitableforlow-emission�ones

•Burnerregenerationw/ooperationinterferenceundereveryoperatingcondition(>130kW)

3•HighlyefficientEATsystemwithU��EAinjection

•Engineperformanceimprovedbyupto8%*

•Averagefuelconsumptionupto5%lower

Tier 4 interim: TCD 4.1 L4* TCD 6.1 L6* TCD 7.8 L6* TCD 12.0 V6 TCD 16.0 V8

* Agricultural engines only

Tier 4: TCD 3.6 L4

4•Uptoadditional10%increaseinpowerandmoretorque

•Lowernoiseandfuelconsumption

•Provenandrobust����technology

•Durabledesignforallapplicationsandmarkets

Tier 4: TCD 4.1 L4 TCD 6.1 L6 TCD 7.8 L6TTCD 6.1 L6* TTCD 7.8 L6*

5•HighlyefficientEATsystemwithparticlefiltrationandU��EAinjection

•��educedexhaustnoise 25db (A),(A),eliminatestheneedforanadditionalsilencer

•Lowerfuelconsumption

•Provenandrobust����technology

* Agricultural engines only

As an engine system supplier, we take pride in being special-

ists in solving complex drive requirements. Our job is to meet

and exceed current and future exhaust regulations safely

and effectively. By developing customised solutions for our

customers, DEUTZ has set a high standard with DVERT®,

and by using modular solutions, all engines meet the latest

emission regulations efficiently and economically.

n = Standard; s = Option; l = Agricultural engines, with SCR only* Regeneration support by engine internal measures; ** TCD 6.1 L6 > 130 kW Burner standard

n = Standard; s = Option*** Agri high performance version with dual stage TC TTCD 6.1/7.8

Model ceEGR Diesel Oxidation Wall-�low Selective DEUTZ Heat Catalyst (DOC) System (DP�) Catalytic Burner Management Reduction (SCR) System*

Overview of DEUTZ product line-up – Tier 4 interimTechnology:Electronically controlled high pressure common rail (HPCR) injection

19–55.4 kW

56–520 kW

D2.9L4 n

TD2.9L4 n

TCD2.9L4 n

TD3.6L4 n

TCD3.6L4 n n s s

TCD4.1L4 n n n l s n

TCD6.1L6 n n n l s n ** n

TCD7.8L6 n n n l n

TCD12.0V6 n

TCD16.0V8 n

Model ceEGR Diesel Oxidation Wall-�low Selective Heat Catalyst (DOC) System (DP�) Catalytic Management Reduction (SCR) System*

Overview of DEUTZ product line-up – Tier 4Technology:Electronically controlled high pressure common rail (HPCR) injection

19–55.4 kW

56–520 kW

D2.9L4 n n

TD2.9L4 n n

TCD2.9L4 n n s s

TD3.6L4 n n s s

TCD3.6L4 n n s n n

TCD4.1L4 n n n n n

TCD6.1L6*** n n n n n

TCD7.8L6*** n n n n n

TCD12.0V6 n n n

TCD16.0V8 n n n

When making the decision to fit a T4 engine, the following

questions are frequently asked, to which we would like to

briefly respond:

Engineinstallation

Strict emission standards make it necessary to use ad-

ditional components for exhaust gas aftertreatment (EAT).

Unfortunately, the installation space available in the equip-

ment cannot be increased at will, which can result in huge

challenges and changes for the equipment manufacturer.

Here, DEUTZ is able to show individual solutions for making

the best possible use of the installation space. Already at

the planning stage of new equipment, we offer the possibility

of configuring the engine and the EAT system, together

with our customers, from an extensive range of installation

options from our modular “Technology Construction Kit”

DVERT®.

Powerdensity

DEUTZ engines with modern EAT technology generally have

a considerably higher power density than engines without

advanced emission control. Therefore, the “downsi�ing”

concept known by the automobile industry is now also being

applied in numerous DEUTZ applications. �or our custom-

ers, this means replacing an existing Tier 3 engine with a

considerably more compact Tier 4 engine having a smaller

cubic capacity, but a higher power density. The resulting

additional installation space often compensates for the

additional room needed for cooling and emission control.

Operatingcosts

DEUTZ engines traditionally stand out on account of their

low fuel consumption. With our new Tier 4 engines, we set

new standards in fuel efficiency. We optimise power and

torque through the use of the most modern engine and

combustion management systems, while at the same time

reducing consumption. The saving in fuel compared with

comparable Tier 3 engines is up to 10%, depending on the

equipment application and the usage profile.

Service

In general, engines with EAT require no more effort for

servicing than comparable predecessor models. All relevant

components of the DVERT® System Kit have the same

service life as the engine itself. The only technology-related

exception to this is the closed Diesel particle filter (DP�).

Owing to the accumulation of ash in the filters, and depend-

ing on engine workload, these must be cleaned at the

earliest after 3000 hours in the power class below 130 kW

and at the earliest after 4500 hours above 130 kW. A warning

signal indicates to the operator in good time that a filter

clean is due.

To provide our customers with a trouble-free and rapid DP�

service, the well-established DEUTZ Xchange® program has

been extended to include the Diesel Particle �ilter

product range.

Exhaustgasaftertreatmentsystems(EATsystems)

The current EU Stage IIIB / US EPA Tier 4 interim standards

require the use of measures within the engine in combination

with an EAT system; either to reduce the NOX values or to

reduce the particle values, whereby the other limit can then

be achieved in each case engine internally.

A further reduction of emission limits by the EU Stage IV /

US EPA Tier 4 standards for the range 56 – 560 kW ultimately

requires the use of a second EAT system installed in series.

The following EAT system categories have to be differenti-

ated:

a.OpenEATsystems

What we understand by these systems are all EAT systems

without particle accumulation, which do not require regen-

eration, i.e, either DOC or SCR, or a combination of these.

DOC

Here an optimised combustion with very low NOX and PM is

targeted using a maintenance-free DVERT Oxidation Catalyst

(DOC). With slight limitations with regard to the power den-

sity, this results in a maintenance-free system which requires

no regeneration and offers the advantage of a compact and

efficient solution for all operating conditions.

SCR(SelectiveCatalyticReduction)

Alternatively, the NOX emissions can be reduced by means

of SCR technology to such a low level that the strict particle

limits are also to be achieved through optimisation within the

engine.

�or SCR, an additional operating fluid (called “urea” or

“AdBlue”) is needed, which is sprayed into the exhaust gas

upstream of the SCR catalyst in order to achieve a reduction

in harmful emissions within the catalyst. The more complex

installation (dosing unit, pump unit, urea tank, etc.) contrasts

with the advantages of a very high power density together

with a very low fuel consumption, and low heat transfer into

the cooling system.

In the case of Stage IV / Tier 4, all DEUTZ engines > 56 kW

are equipped with SCR systems, either in combination with a

DOC, or with a DP�, or with a second SCR catalyst, depend-

ing on the power range and the engine series.

b.ClosedEATsystems

When a closed DVERT Particle �ilter (DP�) is used, carbon

particles are filtered out almost entirely (> 99%) and oxi-

dised, or “burnt off”, continually or in phases. This process

is called regeneration which, when certain framework

conditions are met, occurs either automatically, or it can be

actively initiated. We therefore differentiate between passive

and active systems.

Systems with passive or active regeneration are used by

DEUTZ, depending on the power class and application.

Passiveregeneration

Passive systems are characterised by regeneration of the

filter without an active initiation of the oxidation process.

The system applied by DEUTZ of a DVERT Particle �ilter

optimised for continuous regeneration (CRT®) consists of a

DP� with an upstream DOC. The NO contained in the ex-

haust gas is oxidised to NO2 in the DOC, which then reacts

with the carbon particles in the DP� at temperatures above

250° C. If the minimum temperature required for continuous

regeneration of the particle filter is not achieved, then active

intervention is possible even with this system. A clever heat

management system then increases the exhaust gas tem-

perature through targeted measures within the engine. This

simple and robust solution is implemented in Stage IIIB / Tier

4 interim for engines of < 130 kW. Only in rare, exceptional

cases and under certain conditions a stand-still regeneration

can be required for low-load profiles that have an extremely

low exhaust gas temperature.

In the case of Stage IV / Tier 4, the addition of an SCR

system leads to a significant optimisation of the boundary

conditions for regeneration, such that the passive system

can be used for all engines with DP�.

Activeregeneration

With the Stage IIIB / Tier 4 interim emission standards, the

use of a passive regeneration system alone is not possible

with powers > 130 kW because of the low NOX limit. In the

case of engines in this power range which use a DP�, DEUTZ

offers solutions with active regeneration. Regeneration of

the filter in this case takes place by means of a burner in

combination with a catalytic reaction in the DOC. The burner

generates a primary flame, by means of which additional fuel

injected into the exhaust gas is vaporised. This mixture leads

to a thermal reaction in the downstream DOC, through which

the exhaust gas temperature is raised to the level needed for

regeneration of the DP� (>600° C | >1112° �).

Theadvantagesofthissolutionare:

The regeneration takes place automatically during opera-

tion without impact on the performance of the equipment.

Overloading of the particle filter and an increase of exhaust

gas backpressure are reliably avoided, particularly during

operation under low load conditions. This solution facilitates

regeneration of the particle filter at any time, even under very

low-load operation conditions.

Summary

With the DVERT® Kit, DEUTZ offers the possibility of con-

figuring EAT systems with only minor design modifications

for cost-efficient installation, and to configure them for a

wide range of requirements and usage profiles in construc-

tion equipment.

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worldwide:

DEUTZAG Ottostr. 1 51149 Cologne, GermanyPhone: +49 (0) 221 822-0 Telefax: +49 (0) 221 822-3525E-Mail: info@deut�.com www.deut�.com

DEUTZCorporation 3883 Steve Reynolds Blvd. Norcross, GA 30093, USA Phone: +1 770 564 7100 Telefax: +1 770 564 7222 E-Mail: engines@deut�usa.comwww.deut�usa.com

DEUTZAG(Beijing)EngineCo.,Ltd. 1102 CITIC Building 19, Jian Wai Dajie, 100004 Beijing, P.R. China Phone: +86 10 65 25 41 86 Telefax: +86 10 65 12 00 42 E-Mail: dbj@deut�.com.cnwww.deut�.com

DEUTZAsia-Pacific(Pte)Ltd. 10 Gul CrescentSingapore 629523Phone: +65 6672 7800Telefax: +65 6264 1779/6265 3007E-Mail: dap@deut�.comwww.deut�.com

DEUTZAustraliaPTY.LTDUnit 4, 13 - 15 Brough StreetSPRINGVALE VIC 3171 Phone: +61 3-9549 8400 Telefax: +61 3-9549 8445 E-Mail: deut�.o�@deut�.comwww.deut�.com