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QSG12 T4F Update

Craig Hetisimer, QSG12 TPL

Sept 17, 2014

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State-of-the-Art Engine Designed for Efficiency

Power: 335-460 Hp @ 2100 rpm

Torque: 1250 – 1700 ft-lbs

Lower weight than ISM

>600Nm REPTO Option

Compact Size for Ease of Installation

Reliability / Durability for T4F Market

Low Maintenance, Easy Service

Competitive Fuel Economy

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QSG Architecture, T4FNon-EGR + DOC/DPF + SCR/ASC

Ch

arg

e A

ir C

oo

ler

XPI Common Rail Fuel System

WGT

D

O

C

Diesel

Particulate

Filter

DEF Dosing

A

S

CSCR

Exhaust

Throttle

Key Features:

• No EGR for low system cost and reduced installation

impact

• DPF needed for particulate and particle count

• SCR for high SCR efficiency

• ASC needed for NH3 limit, legislated & internal

guidelines

• Exh Throttle needed for DPF and SCR Thermal

Management

• In-Cyl HC Dosing need for active DPF regeneration

• CF Direct Flow Air Filter for MAMBA Only

• UQS Sensor to meet EU DEF Quality legislation

In-Cyl

HC Dosing

ECM: cm2350

SCR Doser

Airless UL2

Exh Throttle

Borg Warner Butterfly

Valve

82.5mm Inlet

BLDC Actuator

Turbo: HE500WG

Comp:

D108N65TC for 520ps

K98K68RAU for < 520

Turbo: A84K83NAC16AG-W24

Direct Flow

Filter

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QSG12 T4F Aftertreatment Configurations

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Streamlined technology, efficient design

Cummins WGT

Ideal airflow improves

transient response and

productivity

High Pressure Common Rail

Proprietary XPI: Fuel efficient, clean burn

emissions, reduces engine noise

Engine Mounted ECM –

EPA/Euro VI, T4F:

CM2350 with integrated

AT controls – common

2017 controller

Rear Gear Train

Gears behind

flywheel housing

reduce noise

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Engine Weight Comparison

Cylinder block is optimized at

215 lb (98 kg) without

durability impact

Best in class weight enables:

• Higher Legal Payloads for More Productivity

• Improved Fuel Economy

• Shorter warmup time, cab heat/windshield defrost

*Varies by emissions level and option content

Unless noted, represents EPA model engines

Engine Dry Weight(lb) (kg)

ISL9 1695 770

ISG12 no-EGR for Euro* 1750-1890 795-860

ISG12 w/EGR for EPA 2050 930

ISM 2215 1005

ISX12 2640 1197

MAXXFORCE 13 2400 1089

Volvo D13 2519 1143

PACCAR MX 2640 1197

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402 mm489 mm

839 mm703 mm

370 mm 440 mm

457 mm509 mm

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1307 mm1295 mm

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System Architecture for Fuel Economy and Compact Packaging

New head design with best-in-class airflow

– Swirl balance and volumetric efficiency

– Ease of service, can remove cylinder head without removing overhead

Centrally positioned XPI top fed injectors

– Allows optimized intake ports and best in class vole

– Improves emissions and fuel consumption

Integrated Single Overhead camshaft

– Eliminates push-rods and keeps engine height low

– 4 camshaft support bearings to reduce friction

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Coolant Circuit Design for Fuel Economy

Fuel Economy Focus

– Best in class ∆P across cooler

– Oil thermostat bypasses the oil coolers

during warm up and light load to reduce

parasitic loss

– External bypass provides very low ∆P circuit

for efficiency and T-stat durability

Durability Focus

– Best in class cavitation resistance

– Component flow and velocity requirements

separated from radiator flow requirements

– Flexible architecture changes (add EGR,

add driveline retarder cooling, etc)

Pump and flow circuit design

reduces parasitic pumping

levels below 6L engines

ISG

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Best-in-class NVH Cylinder block

designed to maximize stiffness and minimize noise radiation

– Ribs to tie head bolts to mains

– Integrated oil return passages stiffen and isolate noise

– Shorter water jacket reduces noise transmission and greatly reduces cavitation

83.4

ISX12

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QSG12 Cold side

QSG12 unique

Intake Manifold

2350 ECM

Hydraulic

Drive adapter

Low Oil Fill

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QSG12 Hot Side

RO, FO, FO-WC

for higher

durability and

industrial QSG12

only applications

Exhaust Throttle

for thermal

management of

AT system

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Remote Lube & Fuel Filter QSG12 only

Remote

Lube

Remote

Fuel

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QSG 12 T4F Torque Curve Comparison

600

800

1000

1200

1400

1600

1800

600 800 1000 1200 1400 1600 1800 2000 2200

Net

To

rqu

e (

Lb-F

t)

Engine Speed (rpm)

QSG 12 T4F Torque Comparison

QSG12-D108 - Intermittent QSG12-K98 - Intermittent

QSG12-Low QSX11.9-Restricted

QSX11.9-Intermittent QSM11

Significant

increase in low

speed torque

Excellent transient

response

May allow

downspeeding

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QSG 12 T4F Power Curve Comparison

0

100

200

300

400

500

600

600 800 1000 1200 1400 1600 1800 2000 2200

Po

we

r (H

P)

Engine Speed (rpm)

QSG 12 T4F Power Comparison

QSG12-D108 - Intermittent QSG12-K98 - IntermittentQSG12-Low QSX11.9-RestrictedQSX11.9-Intermittent QSM11

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Transient Response ComparisonSignificant increase in low speed torque

Excellent transient response

May allow downspeeding

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Mamba Field Test and RAPID

Field Test

Field Test

Field Test

Field TestRAPID Test

RAPID Test

Field Test

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QSG 12 – T4F Summary

High Power to Weight Ratio

– Low Weight – 795-860 kg

– Improved low speed torque

– Improved transient response

Highly Modular Parts

– Ease of Maintenance

– Block and head designed for emissions flexibility

Architecture minimizes installation impacts

Great reliability coupled with easier service

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QUESTIONS?