One of the main technologies that engine manufacturers have adopted to reach Tier 4i

compliance is exhaust gas recirculation (EGR), which is a method for reducing nitrous oxide
(NOx) exhaust levels. An EGR system recirculates exhaust gases, blends them with fresh air
and returns the blend to the cylinder. This makes for lower combustion temperatures, which
reduces NOx, but also will mean higher particulate matter (PM) levels than a hotter burning
engine. As a result, a diesel particulate filter (DPF) is needed to lower the PM levels. The
DPF is coated with a catalyst, so that hot exhaust can burn off particulate matter, releasing
carbon dioxide.
With an EGR system, the basic engine technology remains the same. No engine additives
are needed and the system doesnt require any change in the way the equipment is
operated, but the DPF will require attention.
The EGR systems DPF requires periodic regeneration that will vary depending on engine
load and the filter will need to be removed and professionally cleaned or replaced with a DPF
that has been cleaned periodically. While there are DPF cleaner machines on the market,
most engine manufacturers already have DPF exchange programs in place, which can be
helpful as the ash in a DPF can be considered a hazardous waste, as it is in California.
Another technology used by manufacturers to reduce NOx levels is selective catalytic
reduction (SCR). When an engine is adjusted for maximum efficiency, high combustion
temperatures will reduce PM levels, but increase NOx levels.
SCR is an after-treatment system that injects diesel exhaust fluid (DEF), a mixture of urea
an organic compound and water, into the exhaust stream to create a chemical reaction
that transforms the NOx into nitrogen, carbon dioxide and water vapor.
Most manufacturers in the off-road diesel engine arena have preferred to use EGR and DPF
to reach Tier 4i, but many probably will use SCR and DEF technology to reach the Tier 4
Final (Tier 4f) level beginning in 2014, when NOx exhaust has to be reduced by a further 80
percent.
In addition, equipment owners are seeing many changes in new engines when it comes to
electronic control, which helps increase efficiency and warn equipment operators of potential
issues.
Just as when we went from carburetors to fuel injection systems on automobile engines,
we see more computer controls on each successive generation of engine, says Tim OBrien,
brand marketing manager for Case Construction, Racine, Wis.
The electronic engine controls monitor EGR sensors and other inputs to determine DPF
system regeneration needs. As a normal course of operation, the electronic controls will
trigger an automatic regeneration of the DPF system. In addition, the system can notify the
machine operator to manually regenerate the DPF system occasionally when the soot load in
the DPF exceeds the range defined for automatic regeneration.
Automatic regeneration does not cause any adverse effect on vehicle power or
performance, OBrien says. The operator can continue to operate the vehicle normally
during automatic regeneration.

Since mechanics responsible for over the road (OTR) diesel truck fleets have been working
with the challenges of these new technologies going back to 2007, when higher emissions
standards began coming into the trucking industry, they are familiar with the challenges
these technologies can bring.
There is an electronic module to control EGR and another module to control DPF in these
new engines, says John Keiffer, diesel engine technician for Quad City Peterbilt, Davenport,
Iowa.
These modules each are connected to sensors and are similar to the older, more familiar
modules that control fuel injection, for instance. So, just as mechanics have had to become
familiar with diagnosing other sensor and module problems over the years as they have
become used, this will be two more levels of sensors/modules to look at when you are
diagnosing problems with a Tier 4i or Tier 4 engine, Keiffer says.
With these advanced generation engines, it also becomes even more important to keep the
maintenance that is typical on older engines up to date. When there is a traumatic engine
failure that puts oil or coolant through the engine, such as a ring or seal failure, or a turbo
system failure, it will make an already expensive repair even more expensive. When oil or
coolant goes through the engine, it will come out through the exhaust system and can
quickly ruin the diesel exhaust filter, Keiffer says.
Any engine problem where you see black smoke coming out the exhaust becomes a DEF
problem, he says.
While the initial costs of Tier 4i and Tier 4f equipment are higher, manufacturers say that
operating expenses for the new machines can actually decrease.
Overall, operating costs for Cummins engines are lower at Tier 4i compared with Tier 3,
says Jennifer Rumsey, executive director for heavy-duty engineering at Cummins,
Columbus, Ind.
Depending on the work cycle and application, up to 5 percent better fuel efficiency is
possible, which offsets the small increases of using ULSD [ultra-low sulfur diesel] fuel, low
ash oil and having the DEF cleaned at 5,000 hours, Rumsey says.
Manufacturers are working to lower the operating costs of Tier 4f engines as well. To meet
Tier 4f in some power categories, John Deere, Moline, Ill., plans to optimize its aftertreatment system to use less DEF and to optimize the SCR.
Lower DEF consumption means DEF tank size can be smaller minimizing the impact on
vehicle applications, extending DEF filter service intervals and reducing operator
involvement, says John Piasecki, director of worldwide marketing, sales and customer
support for John Deere Power Systems, Moline, Ill.
Deere also finished testing this year on its Power Tech Tier 4i construction equipment
engines in the 175-hp and above range and found that the DPF could go for up to 15,000
hours before it needed to be exchanged.

Educating customers about these sorts of operational benefits also is a way to sell Tier 4i
and Tier 4 machines as the best alternative as well as justify any increase in rates to
customers renting the technologically advanced equipment.
Another consideration with EGR and DPF technology is the need to use newer formulated
CJ-4 engine oils that are designed to produce less soot, which is important as there is more
exhaust that is being pumped back through the engine than on earlier engines.
CJ-4 is the American Petroleum Institutes specification for lower ash content oil and using
CJ-4 also allows the DPF to run for an EPA-mandated 4,500 hours before cleaning.
Oil change intervals remain the same and, while non-CJ-4 oil should not be used in
EGR/DPF-equipped engines, CJ-4 can be used in lower-Tier engines without a problem, so
fleet managers may opt to switch over to all CJ-4 for all of their diesel engines rather than
keeping two types of oil on hand for their mixed fleets.
There are several reasons you need to use CJ-4 in Tier 4i and 4f engines, says Piasecki.
No. 1 is DPF service life. Using oils with high levels of ash, phosphorus and sulfur will
greatly reduce the life of the DPF and negatively affect the catalyst action that lets the
engine meets the higher standard of emissions. A second factor is heat. Off-highway
engines work in tougher conditions and more heat is generated. The oxidation rate of oil
goes up with heat and CJ-4 is formulated to inhibit oxidation, he says. Engine wear is less
with CJ-4 and there are soot-handling additives in CJ-4 to prevent excessive soot build-up
and wear.
Diesel on-highway trucks models made in 2007 and later already use CJ-4 engine oil, so this
requirement is nothing new for many fleet managers; it is just one that needs to be applied
to new off-road equipment.
With EGR/DPF-equipped engines, it also becomes more important to use ultra-low sulfur
diesel (ULSD) fuel, not only to meet the EPAs requirements and keep warranties, but to
maintain the after-treatment system functioning properly. Since ULSD is the only diesel
widely available to on-road and off-road users in North America, this requirement should not
be a factor for most equipment owners unless equipment is taken outside the country, or if
railroad or marine diesel is used.
Because of questions regarding Tier 4i engine maintenance and a slight increase in the cost
of maintenance, Komatsu America Corp., Rolling Meadows, Ill., is offering Komatsu Care, a
service standard with all its Tier 4i equipment.
Komatsu Care includes factory scheduled maintenance for the first three years or 2,000
hours and two complimentary Komatsu Diesel Particulate Filter exchanges by a factory
certified technician during the first five years of ownership. The maintenance program also
includes fluids, fluid filters, oil analyses and multi-point inspections.
Weve introduced Komatsu Care at this time to ease the cost of buying or leasing a Tier 4
machine, said Dave Grzelak, CEO, Komatsu America Corp.
While the Tier 4i and Tier 4f regulations apply directly to the manufacturers of engines and
equipment, they can have an effect on the final user, especially in California where the
California Air Resources Board (CARB) rules for fleet composition can be more restrictive

and require the latest emissions technologies. Also, in lower Manhattan in New York,
contractors are required to use latest technologies in their off-road diesel equipment.
Tier 4 is a regulation that is directed toward the manufacture of new equipment. It does
not apply to used or in-use equipment, says John McClelland, American Rental Association
(ARA) vice president for government affairs. That means that you can buy or sell used
equipment that is not Tier 4 without any problems. However, if you want to buy new
equipment after the Tier 4 requirements are phased in for the particular engine size in the
equipment you are buying, you will have to purchase Tier 4 equipment.

The road to Tier 4

Throughout 2011, manufacturers debuted new Tier 4 Interim (Tier 4i) off-highway engines
in the 174- to 750-hp range. All diesel engines in that range produced last year in the U.S.
were held to that standard and were transitioned into equipment throughout the year.
Tier 4i is the U.S. Environmental Protection Agency (EPA) emissions regulations for offhighway diesel engines in North America. Stage IIIB is nearly the equivalent emissions
regulations for the European Union (EU) member states. In terms of effective dates and
emissions levels, the EPA and EU are closely aligned.
Tier 4i requires that diesel engines reduce particulate matter (PM) exhaust emissions by 90
percent and nitrous oxides (NOx) exhaust emissions by 45 percent compared with the
current Tier 3 and Stage IIIA emissions standards.
Tier 4 Final (Tier 4f) standards will come into play in off-highway diesel engines in this
power range beginning in 2014. At the Tier 4f level, new engines must reduce NOx
emissions by a further 80 percent compared to Tier 4i levels.
For engines within the 75-hp to 173-hp power range, Tier 4i regulations commenced in
January 2012. The Tier 4f regulations will be applied in January 2015. The emissions levels
for this power category are much less severe than at the higher power ranges and will likely
see less and simpler after-treatment in the engines.

Tier 4 terminology
Part of dealing with the latest technologies and emissions regulations is keeping all of the
shorthand straight. Heres a short glossary of the most used abbreviations:
DEF Diesel exhaust fluid. Referred to as urea, its main component. This fluid is used
as an after-treatment to the exhaust used in selective catalytic reduction (SCR) to remove
nitrous oxide (NOx).
DOC Diesel oxidation catalyst. This is the part of the diesel particulate filter (DPF)
system where soot is burned off during regeneration.

DPF Diesel particulate filter. This is a filter with a catalyst that filters ash from the
exhaust.
EGR Exhaust gas recirculation. This is the process where some cooled exhaust, mixed
with fresh air, is diverted back through the engine. This also is sometimes referred to as
CEGR, which stands for cooled exhaust gas recirculation.
NOx Nitrous oxides. These are a group of nitrogen/oxygen compounds that in the Tier
4i standard must be reduced by 90 percent from the previous standard and by a further 80
percent in the Tier 4f standard.
PM Particulate matter is a regulated diesel emission made up of soot and ash. Soot is
made up of unburned diesel fuel and engine oil. Ash comes from a variety of engine oil
additives that didnt burn. A catalyst in the DPF system burns off the ash and the soot needs
to be periodically cleaned from the DPF.
SCR Selective catalytic reduction. This is the process that uses DEF to separate NOx
into nitrogen, water vapor and carbon dioxide.
ULSD Ultra-low sulfur diesel is the only widely available diesel fuel available in North
America, Europe and Japan. Using higher
sulfur fuel will foul the systems of Tier 4i and Tier 4f engines, so manufacturers still produce
and will continue to produce lower Tier engines for overseas markets where ULSD is not
available.

DEF availability
Diesel exhaust fluid (DEF) is available throughout the nation and is becoming available at
more locations as the demand increases.
Pilot Flying J, the company that owns and operates Pilot Travel Centers and Flying J truck
stops, offers DEF at the pump at more than 300 of its locations. For a listing of the
companys DEF locations, go to pilotflyingj.com/pump-def.
If you have a problem finding DEF in your area at a truck stop, for instance, I would
recommend contacting a local trucking company and finding out where they get their DEF
and find out if they have it delivered, says John Keiffer, diesel engine technician for Quad
City Peterbilt, Davenport, Iowa.

Emissions regulations have been driving product development for many equipment manufacturers,
including those in the forestry industry. With Tier 4 Final set to take effect January 2014, NOx
(nitrogen oxides) emissions will have to be reduced another 90% over Tier 4 Interim levels.
Designing emissions-compliant forestry equipment is especially challenging, though, because
working in the middle of the woods means there is a lot of flammable debris lying around. And
because Tier 4 engines tend to generate a lot of heat, the potential for fires is increased.
This is one of the many reasons forestry equipment manufacturers are still determining what
technologies they will use to meet emissions regulations. Forestry equipments use in harsh working
conditions poses design challenges, as well.
Nate Clark, Manager of Forestry Tactical Marketing at John Deere Construction and Forestry,
Moline, IL, says the company will be announcing its Tier 4 Final technology in the spring of 2012. He
says John Deere wants to take the time to ensure the emissions solution it chooses will bring benefits
to customers in all market segments, including forestry.
According to Rob Brittain, Product Manager at Link-Belt Excavators, Lexington, KY, many
companies have taken exemptions from the Environmental Protection Agency (EPA) to continue
offering Tier 3 equipment while determining their Tier 4 Final solutions. He says the three years
between Tier 4 Interim and Tier 4 Final doesnt provide much product development time, and using
the EPA concessions enables companies to focus their efforts on meeting just one regulation, Tier 4
Final.

EGR or SCR
As a part of Komatsu America Corp., Rolling Meadows, IL, Kurt Moncini, Marketing Director for the
Forest Machine Business Department, works with both selective catalytic reduction (SCR) and
exhaust gas recirculation (EGR). He says what ultimately determines the use of EGR versus SCR is
the engine Komatsu has chosen to employ and the type of machine on which it will be implemented.
Link-Belts Brittain says many North American manufacturers originally leaned towards EGR in part
because of the infrastructure needed for SCRs diesel exhaust fluid (DEF). When SCR was first
developed, DEF wasnt as readily available in North America like it was in Europe. Operators
couldnt just stop at their local gas station to pick up another 5 gallon jug of DEF, which is typically
consumed at a 1:25 ratio to diesel fuel. If you had a 100 gallon fuel tank on your truck, and you
burned through all that fuel, then youd burn about 3 to 5 gallons of the urea, says Brittain. DEF has

since become more readily available in North America, allowing operators to refill DEF tanks while
refueling vehicles.
The caustic properties of DEF may also cause hesitation towards SCR, says Brittain. It can cause rust
as well as freeze at -11 C, requiring special containers to be added to vehicles which can handle the
DEF. Sensors are also needed to ensure the appropriate amount of DEF is being released.
SCR systems have been shown to offer up to 15% better fuel economy because the emissions are
treated after combustion. Roland Lundqvist, General Manager of Marketing and Information at
Komatsu Forest AB in Sweden, says with the continuous rise in diesel fuel costs, fuel economy is
especially important when choosing which system to utilize.
Engines using SCR offer smaller engine packages, notes Moncini, because they dont require extra
cooling packages or diesel particulate filters (DPF) like EGR systems.
With EGR, the risk of fire can be increased due to the systems regeneration process which builds up
a large amount of heat, upwards of 900 F, to burn particulate matter off of the DPF. If fine particles
such as sawdust or pine needles make their way into the system, the heat created during
regeneration could cause the particles to catch on fire.
Brittain says some manufacturers have placed debris screens on their machines to prevent fine
particles from getting into the emissions system. Other manufacturers have left dead air space
around the DPF to help keep it insulated, says Moncini, but this adds to the size of the total engine
package.

Tier 4 solutions
Both Brittain and Moncini note that in order to meet Tier 4 Final, hybrid systems containing SCR
and EGR technologies could be implemented. Because of this next big jump in NOx emissions
reductions, we may end up with a hybrid that is a bit of each and we may no longer see 100% EGR or
100% SCR, says Moncini.
While many are focusing on Tier 4 Final products, there have been some product launches, such as
Komatsus Tier 4 Interim harvester (search 10633071 at www.oemoffhighway.com), which uses SCR
to reduce emissions. We will also have EGR in the woods when we do another product update on a
North American crawler track-type vehicle, says Moncini.