1. Steve Jones - Product Manager - MAN ERF UK Ltd
EGR vs SCR – The Facts
Steve Jones - Product Manager - MAN ERF UK Ltd
GOOD AFTERNOON EVERYBODY, MY NAME IS STEVE JONES, I AM THE HEAVY PRODUCT MANAGER FOR MAN ERF UK LTD. IN TERMS OF THE INTRODUCTION OF NEW LEGISLATION, 2006 IS TURNING OUT TO BE QUITE A YEAR, IN MAY WE HAD THE INTRODUCTION OF DIGITAL TACHOGRAPHS, I KNOW THIS DOESN’T AFFECT EMERGENCY VEHICLES, BUT WITH THE INTRODUCTION OF DIGITAL TACHOGRAPHS THE REST OF THE INDUSTRY IS HAVING TO COPE WITH SIGNIFICANT OPERATIONAL CHANGES TO THE WAY THEY HAVE WORKED IN THE PAST. IN OCTOBER THIS YEAR WE WILL ALSO SEE THE INTRODUCTION OF EURO 4 EMISSIONS LEGISLATION AND DEPENDING ON WHICH ROUTE VEHICLE OPERATORS DECIDE TO GO TO REACH EURO 4 WILL DEPEND ON HOW MUCH OF AN OPERATIONAL CHANGE THEY WILL EXPERIENCE.
IT IS A PLEASURE FOR ME TO BE HERE TODAY TO SPEAK TO YOU ABOUT EURO 4, I WILL TALK TO YOU ABOUT THE TWO DIFFERENT TECHNOLOGIES AVAILABLE, AND INFORM YOU WHY WE AS MAN ERF UK LTD BELIEVE PASSIONATELY THAT EGR TECHNOLGY IS THE MOST EFFICIENT AND HASSLE FREE ROUTE TO EURO 4 FOR UK OPERATORS
I believe I am in a position to do that … because I work in a company that has developed and tested both SCR and EGR systems extensively … so, in this debate, we have a ‘balanced view’ as to which solution we believe is right for the UK customer.

2. MAN: Our Credentials as an Engine Builder
Developed the World’s First Diesel Engine in 1897
True Truck Maker - for over 90 years
Annually manufacturing 70,000 trucks
Regularly manufacturing 95,000 truck engines a year
World’s No. 1 in Ship Propulsion
Pioneers with SCR systems for trucks - since 1990
Operating EGR systems since 1999 (Euro 3) - with F2000, M2000 and L2000 models
First manufacturer to offer HP Common Rail Injection Systems - across our full truck range
As you can see, MAN’S CREDENTIALS ARE CONSIDERABLE
(READ FROM SLIDE)

3. Development of Exhaust Limits
Euro 0 to Euro 5 Limits in 13-Step-Stationary Cycles
Particle Limits in g/kWh
0,7
0,4
0,15
0,10
0,02
EURO
Nitrous Oxide limits in g/kWh
14,4
9,0
7,0
5,0
3,5
2,0
EURO
IF WE LOOK AT THE DEVELOPMENT OF EXHAUST GAS EMISSION LIMITS WE CAN SEE THE SIGNIFICANT PROGRESS THAT HAS BEEN MADE SINCE THE INTRODUCTION OF EURO 1 IN 1992

4. It now takes some 35 x ‘Euro 4’
Environmental Impact
It now takes some 35 x ‘Euro 4’
trucks to pollute the environment to the same level as
1 x ‘Euro 0’ truck from 1990!
TO PUT THIS INTO PROSPECTIVE IT NOW TAKES 35 x EURO 4 TRUCKS TO INFLICT THE SAME DAMAGE ON THE ENVIRONMENT AS JUST ONE PRE EURO ONE TRUCK DID ONLY 15 YEARS OR SO AGO…
INCREDIBLE STUFF!
AS AN INDUSTRY I THINK WE CAN ALL BE VERY PROUD.

5. Euro 4 / Euro 5 Legislation
Legal Deadlines
2004
2005
2006
2007
2008
2003
2009
10/2005
10/2006
10/2008
10/2009
Euro 4 New type approvals inc. OBD*
Euro 4 New Registrations inc. OBD*
Euro 5 New type approvals
THE LEGAL DEADLINES FOR EURO 4 AND EURO 5 ARE……..FROM SLIDE
Euro 5 New Registrations
* OBD = On Board Diagnostics

6. OBD Requirements without OBD 2005 2006 2007 2008 2009 2010 Q1 Q2 Q3 Q4
Stage
OBD 1a
OBD 1b
OBD 2 -
Monitoring of injector circuits -
Applies to EGR & SCR - -
Lower OBD limits -
Monitoring of all sensors
and
actuators
connected to EDC -
NOx sensor or alternatives
that influence emissions /
function of OBD system
Content -
Monitoring value for
NOx: -
Monitors that catalyst is 1 .
5 g/kWh
above limit è
without OBD
installed
Entry in fault memory -
Monitoring of EGR func
tion -
Engine torque output reduced to 60% (75%) OBD limit for NOx= 7g/kWh is exceeded
Tank level and temperature
WITH THE INTRODUCTION OF EURO 4 ALL VEHICLE MANUFACTURERS ALSO HAVE TO COMPLY WITH ON BOARD DIAGNOSTIC REGULATIONS – THIS WILL BE INTRODUCED IN TWO STAGES….
FROM 1ST OCTOBER 2006 ALL VEHICLES MUST BE FITTED WITH A SYSTEM THAT MONITORS THE COMPONENTS THAT CONTROL EXHAUST EMISSIONS. IN THE EVENT OF A FAILURE OR SAY THE ADBLUE TANK RUNS DRY THEN A WARNING LIGHT WILL BE ILLUNINATED ON THE VEHICLE DASHBOARD.
FROM 1ST OCTOBER 2007 NOX SENSORS MUST BE FITTED TO THE VEHICLE, IF DUE TO A FAULT IN THE COMPONENTS THAT CONTROL EXHAUST EMISSIONS OR IF THE ADBLUE TANK RUNS DRY WHICH RESULT IN NOX LIMITS EXCEEDING 0.7GKWH THEN ENGINE TORQUE LIMITATION WILL BE ACTIVATED WHICH FOR VEHICLES WITH A GVW ABOVE 15 TONNES DERATES THE ENGINE TO 60% OF ITS MAXIMUM TORQUE, FOR VEHICLE WITH A GVW BELOW 15TONNE ENGINE TORQUE IS DERATED TO 75% MAX TORQUE -
(urea
tank) -
Permanent
AdBlue -
tank
gauge in instrument panel -
Discharge point for
AdBlue

7. Methods to Achieve Euro 4
Selective Catalytic Reduction (SCR)
SCR is an after-treatment method that requires a urea-based additive (AdBlue) to reduce emissions
An additional tank is required for AdBlue
AdBlue may also need to be filled when the vehicle is refuelled,
AdBlue is injected into the exhaust to maintain a reaction in the catalytic converter, which is integrated in the silencer. This process converts the nitrous oxide (NOx) generated by the engine into water vapour and nitrogen, thus making emissions Euro 4 compliant
Metering unit
Exhaust gas containing nitrogen oxides
Ammonia + water vapour + nitrogen oxides
Nitrogen + water
To the environment
The SCR- Kat process
AdBlue tank
I MENTIONED EARLIER THAT THERE ARE TWO TECHNOLOGIES AVAILABLE TO ACHIEVE EURO 4, THEY ARE SELECTIVE CATALYTIC REDUCTION (SCR) AND EXHAUST GAS RECIRCULATION (EGR), FIRST OF ALL I WOULD LIKE TO GIVE YOU A BRIEF OVERVIEW OF HOW THE SCR SYSTEM WORKS….FROM SLIDE

8. Component Layout on MAN-AdBlue-Systems
AdBlue mixer with nozzle and temperature sensor (engine mounted)
Cable harness to metering module
Fuel pump module
Engine connections to heating system
Combi-tank
Filler neck for AdBlue
Flex hose = engine cut-off point
AdBlue tank
Helical heating element
Solenoid
valve
Here is a schematic of our own SCR system, showing all the componentry. MAN’s system is among the tidiest layouts going. This just shows a 4x2 chasis. It is similar of course, to all SCR systems and it effectively amounts to a mini chemical treatment plant installed on the chassis.
There are pipes, wires, a tank, a meter, a pump, a solenoid valve, a heating system, a temperature sensor and the additive itself. All additional potential for failure and another very good reason to choose the simplicity of EGR!
Cable harness from tank
Silencer with catalytic converter modules
Glued cover
(here shown removed)
Installation position for temperature sensor
Isolator for cut-off point

9. SCR in a Nutshell SCR is the easier route to Euro 4 and Euro 5
Almost No Engine Development is required
A diesel truck operating at between Euro 1 and 2 emission levels can become Euro 4 compliant by installing a ‘chemical treatment plant’ on the chassis to clean it all up in the exhaust
But SCR, in our opinion, poses more questions than it answers…
Very convenient for the truck manufacturer (due to the relative lack of investment required)
However, it passes the operational headaches on to the customer
AFTER SLIDE…..
SO, AS A RESULT, MAN CONCLUDED THAT IF IT WAS TECHNICALLY POSSIBLE TO AVOID SUCH ADDED COMPLEXITY IN AFTER TREATMENT, AND PRODUCE FUEL EFFICIENT ENGINES THAT COMPLIED WITH FUTURE EMISSION LAWS, THIS WOULD GIVE OUR CUSTOMERS A MASSIVE OPRATIONAL ADVANTAGE.
SO MAN EMBARKED ON A MAJOR INVESTMENT PROGRAMME TO DEVELOP A FULL RANGE OF ENGINES USING EGR TECHNOLOGY AND OTHER COMPLEMENTARY INNOVATIONS

10. Methods to Achieve Euro 4
Exhaust Gas Recirculation (EGR)
MAN developed EGR for Euro 3 legislation – now over 300,000 MAN trucks operating reliably with EGR systems
EGR diverts a small amount of the exhaust gas through the EGR cooler. The cooled exhaust gas is then mixed with the with the fresh air in the intake section. This process reduces the surplus oxygen and lowers the combustion temperature thus reducing the oxides of nitrogen (NOx) in the combustion chamber
For Euro 4 EGR technology will be used in conjunction with a PM-Kat®. The PM-Kat® reduces the particulate matter (PM) down to the low levels required for Euro 4 emmission levels
MOVING ONTO EGR……FROM SLIDE

11. MAN PM-Kat ® Continually regenerating trap system with open ducts
Function
Continually regenerating trap system with open ducts
Consists of an oxidising catalytic converter and a downstream soot particle trap
Exhaust gas flows through the identical individual modules inside
In the first catalyst section nitrogen monoxide (NO) is oxidised to nitrogen dioxide NO2
In the 2nd stage deliberately induced turbulence causes the soot particles to be deposited in a sintered metal fleece
The open duct structure prevents the system from clogging up
The soot particles held back are burnt up with the NO2 that forms in the first stage and thus converted to gaseous carbon dioxide CO2
PM KAT ….FROM SLIDE

12. MAN PM-Kat ® Maintenance free for life of the engine
Advantages
Maintenance free for life of the engine
Considerable weight and cost advantages (up to 150 kg!)
No restriction of the component space: the silencer remains in its dimensions – the same as Euro 3 engines
No additional substances have to be carried
No costly dose unit required, no supervision required
Proven Components - Common Rail and EGR
PM-KAT FROM SLIDE

13. MAN PM-Kat® PM-Kat® in same silencer box
Picture on shows how the system is contained within the existing silencer – no additional space required

14. EGR Method EGR Technology Requires: No additional parts
Particulate filtration - fits into existing silencer
No additional maintenance
For Euro 4 low SAPS engine oil will be required
EGR..FROM SLIDE

15. SCR Method SCR Technology Requires:
Dosing unit – pump, metering, filtration and injection and purging proceses
Additional equipment to fit into existing chassis designs
Additional weight will reduce vehicle’s payload
Additional Storage tank
Supply of AdBlue (national infra-structure required)
Additional cost – Filling equipment, additive supplies and storage
SCR..FROM SLIDE

16. AdBlue www.environment-agency.gov.uk Recommendations for storage
Because urea can be corrosive it is important that it is stored in specifically designed containers
Ensure that secondary containment is provided and pipework is resistant to corrosion
The dispensing area must be isolated from surface water drains
Trigger nozzle preferably with an auto shut off, must not be possible to leave the nozzle in the open position.
Suitable spill kit must be available in case of spillage
ADBLUE IS AN AQUEOUS SOLUTION OF UREA AND WATER, THIS INFORMATION IS FROM THE ENVIRONMENT AGENCY WEBSITE AND REGARDING THE RECOMMENDED STORAGE FOR ADBLUE..WHICH I WOULD LIKE TO SHARE WITH YOU ..FROM SLIDE

17. This argument has to be examined, and put into a proper context…
Euro 4 Fuel Consumption
The main argument from the SCR protagonists is to claim better fuel consumption than EGR
This argument has to be examined, and put into a proper context…
SCR SUPPLIERS ARE WIDELY CLAIMING IMPROVED FUEL EFFICIENCY WITH THEIR SYSTEM. WE FULLY ACKNOWLEDGE THAT THERE IS SCOPE TO OPTIMISE COMBUSTION, DUE TO SCR ALLOWING HIGN NOX LEVELS AT THE MANIFOLD… OF COURSE, WE HAVE SEEN THIS WITH OUR OWN SCR SYSTEMS.
HOWEVER, IT’S A QUESTION OF THE STARTING POINT FOR THESE CLAIMED IMPROVEMENTS. OUR LATEST ENGINES ARE ALREADY AT THE TOP OF THE LEAGUE. OUR HEAVY TRUCK ENGINES HAVE ACHIEVED RECORD BREAKING FUEL RESULTS… INCLUDING THE CM TESTERS CHOICE FOR TRACTORS, WHERE WE WERE THE FIRST TRUCK TO BREAK 8MPG ON THEIR TOUGH TEST ROUTE
THERE’S ALSO, THE TRANSPORT NEWS TOP TRUCK AWARD FOR DUE TO A STUNNING FUEL RESULT WITH OUR D20 ENGINE AND THEN THERE’S CM’S TESTERS CHOICE AWARD IN THE TIPPER SECTOR - ALSO FOR D20 FUEL ECONOMY.
WHY IS THIS?
OUR ENGINE DESIGNS FEATURE TECHNICAL ADVANCES AND INNOVATIONS THAT MORE THAN COMPENSATE FOR ANY CLAIMED GAINS IN OPTIMISING COMBUSTION.
DESIGN FEATURES INCLUDE: HIGH PRESSURE COMMON RAIL INJECTION WITH LEAN BURN TECHNOLOGY ACROSS ALL MODELS FOR EXAMPLE… ENGINES WITH 25% FEWER PARTS THAN THEIR PREDECESSORS WITH LESS FRICTION AND USING LESS ENERGY. STRONGER, LIGHTER ENGINES WITH HIGHER TORQUE AND COUPLED, OF COURSE, TO OUR TIPMATIC GEARBOX WHICH HAS ALSO WON ALMIGHTY PRAISE IN THE RECENT PRESS WHERE IT BEAT OFF ALL COMPETITION.
ALL THIS, HAS PUT OUR TRUCKS AT THE FOREFRONT WHEN IT COMES TO FUEL ECONOMY

18. EGR vs SCR: 1st European 'Head to Head' Roadtest
Commercial Motor - The Verdict
In June 2005, Commercial Motor reported on Europe’s first Euro 4 ‘head to head’ road test
The test pitched a Mercedes Benz (SCR equipped vehicle) against an MAN and Scania truck (both equipped with EGR technology)
The magazine’s final verdict stated:
“In a way it would be nice to have a clear winner but, purchase costs being equal, it seems the difference in running costs between the two technologies at their best is probably less than the difference between good and indifferent tyres.
From this we have to conclude that the hype emanating from both camps, but particularly those proclaiming SCR’s efficiency benefits, has been overdone. While SCR does have a clear advantage in fuel economy, it is just about wiped out by the extra cost of AdBlue”.
CM – FROM SLIDE

19. MAN Euro 4 Fuel Consumption Trials
Euro 4 Euro 3
Hanbury Davies – XXL – 8.8MPG 8.9MPG
Own back to back tests showed there is less than a 2% difference between our existing D20 Euro 3 (430 HP) engine and our D20 Euro 4 – again at 430 HP and at 44 tonnes GCW
WE HAVE ALSO HAD SOME TRUCKS ON TEST WITH KEY OPERATORS, HERE ARE JUST TWO EXAMPLES OF THESE EXTENDED TESTS, WHERE NO SIGNIFICANT DIFFERENCE WAS RECORDED FROM EURO 3 EQUIVALENT VEHICLES…
JUST 0.1 OF 1 MPG - LESS THAN 2%
(READ FROM SLIDE)

20. Euro 4 Fuel Consumption – Factual Data
Demo with Well Known Customer
Euro 3 vs Euro 4
(READ FROM SLIDE)

21. Exhaust Gas Recirculation
A 10% Net Gain
THE D20 ENGINE WAS INTRODUCED INTO THE UK MARKET AROUND TWO YEARS AGO AND WAS A REPLACEMENT FOR THE D28 ENGINE, EXPLAIN SLIDE

22. Fuel Consumption – SCR Motor Transport – Independent Test 20.04.06
THE ONLY INDEPENDENT DATA WE HAVE ON SCR FUEL ECONOMY IS THIS ARTICLE THAT APPEARED IN MOTOR TRANSPORT IN APRIL, THE TEST COMPARISON WAS A MERCEDES BENZ AXOR AT EURO 3 AGAINST A MERCEDES BENZ AXOR AT EURO 5, THE TEST RESULTS ACTUALLY SHOWED A 3.5% INCREASE IN FUEL CONSUMPTION WITH THE SCR VEHICLE WHEN ADBLUE WAS FACTORED INTO THE EQUATION…….

23. Dispelling the Myths of Euro 4 & Euro 5
“EGR is probably not fit for Euro 5 and can therefore only be regarded as a stop-gap solution”
Source: Mercedes-Benz website
AS YOU WOULD EXPECT, THE SCR SUPPLIERS HAVE BEEN BUSY TRYING TO CAST DOUBT OVER EGR AND PROMOTE SCR.
IN DOING SO, A FEW MYTHS HAVE BEEN CREATED AND I WANT TO DEAL WITH THESE TODAY AND DISPEL THEM … THE FIRST IS THIS;
(READ FROM SLIDE)
LADIES AND GENTLEMEN, MAN WILL BE READY FOR EURO 5 WITH EGR TECHNOLOGY AHEAD OF THE DEADLINE. YOU CAN BE SURE OF THAT !
This is Simply NOT True !
MAN will be ready with a full range of Euro 5, EGR Engines by October 2009

24. Dispelling the Myths of Euro 4 & Euro 5
“EGR solutions are not suitable for more than 420 BHP where SCR takes over”
Source: Volvo SCR Promotional Material
THE SECOND MYTH I WOULD LIKE TO DISPEL IS…
(READ FROM SLIDE)
This is Simply NOT True !
MAN has now developed ten EGR engines, ranging from 150 to 480 BHP

25. EGR vs SCR : Summary EGR System No additional chassis re-work required
SCR System
Chassis re-work required to accept SCR componentry and AdBlue tank
PM-Kat® fits into existing
silencer
Less chassis space available for auxiliary equipment – especially a concern on specialised vehicles
No additional filling required
AdBlue solution needs to be added
SO TO SUMMARISE …FROM SLIDE
No additional maintenance required
Complex system- More potential for faults

26. EGR vs SCR : Summary EGR System
Proven technology – MAN used EGR for their Euro 3 specifications
SCR System
Very few SCR equipped vehicles operating in the UK
No significant increase in chassis weight
Increase in chassis weight: circa 150kgs
Effect on fuel consumption now established in UK
Claimed improvement in fuel consumption, but as yet unproven
FROM SLIDE
Anticipated price increase over Euro 3: £2,250 to £2,900
Anticipated price increase over Euro 3: £3,500 to £5,000

27. EGR vs SCR : Summary EGR System SCR System
Needs supply infrastructure for AdBlue solution
AdBlue freezes at -11 Deg C
Driver will need to fill two separate tanks - longer time to fill up
Possibility of contamination
FROM SLIDE
MAN’s Outstanding D08,D20, and D26 Engines now features the MAN Euro 4 EGR Technology with PM-Kat®
Access required from one point to save moving chassis
Adblue costs: circa. 45 pence / litre

28. EGR: Add Nothing! Final Word!
MAN - through enormous investment over many years into innovative engine development is uniquely able to judge ‘one solution over the other’; to make balanced value judgements as to what is in the very best interests of our customers
With in-depth experience of both systems, our decision has been clear-cut in bringing EGR to the UK market. EGR is a ‘state-of-the-art’, holistic solution. One that offers customers total operational efficiency and a seamless transfer from Euro 3 to Euro 4 …. and indeed, on to Euro 5
AND THE FINAL WORD….
EGR: Add Nothing!

29. Thank You for Your Attention!
THANK YOU FOR LISTENING AND I LOOK FORWARD TO ANY QUESTIONS YOU MAY HAVE IN THE OPEN FORUM….
MAN ERF UK Ltd.
Steve Jones
Product Manager TGA & ECT