ENGINES

The final tier

The first commercial customer for the GFS EVO-
MT™ dual fuel technology is Alpha Natural
Resources, which has installed the retrofit on
three Caterpillar 793B trucks in Wyoming

mining countries outside of North America and

Mining engines, as other industrial
engines, are having to comply with
Tier 4 Final regulation ahead of
2015, which is being achieved by
varying technologies, reports Paul
Moore, while natural gas engines
are gaining traction
here has been a lot of activity in the additional 80% reduction in nitrogen oxides
the EU as it relates to emissions targets. As an
example, globally, more than 2,300 MTU Series
4000 Tier 1 engines are in operation in mining
equipment and the company continues to
support this fleet.
The acquisitions in the market are also
affecting engine approach. For example, the
Caterpillar Unit Rig line of trucks is being
transitioned to Caterpillar engine power from
other manufacturers. Several MT4400 trucks
have already been manufactured at the Acuna,
Mexico facility with Caterpillar engines and this
trend is expected to continue throughout the
whole Unit Rig range. This model was formerly
offered with either a Cummins QSK60 or MTU
Series 4000 engine.
Atlas Copco has been a major user of
Caterpillar engines for years, but with the
Bucyrus acquisition, Caterpillar is now
producing competitor surface drilling equipment
to Atlas Copco while continuing to supply it with
engines independently. This may continue
unchanged, but for many of these products,
Atlas Copco can offer either a Caterpillar or
Cummins engine so going forward, any change
in the Caterpillar strategic approach may not
have that much of an impact. The Pit Viper 351,
for example, is offered with a Caterpillar 3512 or
a Cummins QSK45 engine.
The largest engines
The largest mining trucks, wheel loaders,
blasthole drills, gensets and hydraulic
excavators are powered by engines from
Caterpillar, MTU and Cummins which at the top
end includes the Caterpillar C175-20, the MTU
Series 4000 and the Cummins QSK78 (and its
new QSK95).
Caterpillar has begun its journey to Tier 4
Final with the new 91 t 777G truck, and while its
other key mining truck models are currently

T mining engines market, as manufacturers

release Tier 4 Final compliant versions
ahead of the 2014/2015 deadlines; but also key
progress in the development of natural gas
solutions for engines and the diesel savings that
this will bring – the downside being the
infrastructure that will need to be put in place
for mines to store and distribute LNG.
US Tier 4 Final and European Union Stage IV
emissions regulations for mobile off-highway
diesel engines 56 kW (75 hp) and above will be
implemented in stages starting in 2014 and
2015. These standards maintain the particulate
matter (PM) levels established by Interim Tier
4/Stage III B regulations while requiring an
(NOx) from previous regulations.
It is also an important time for engine
development given the series of new mining
machines that are set to be launched, from the
new Liebherr T284 to the Hitachi EH5000ACIII
and even a 450 t class model under
development at BELAZ. At the same time, it is
worth remembering that the majority of the
mining equipment that is “out there” and in use
is still powered by older engine technology, with
the transition to the latest low-emissions
variants largely dependent on incremental mine
fleet replacement with new models as OEMs
stop supplying older engine options, as well as
the ongoing regulatory situation in the major
equipped with Tier 2 compliant engines, the
777G serves as a guide to future developments
on the larger trucks. New emissions control
strategies enable the Caterpillar C32 engine on
the 777G to meet Tier 4 Final emissions
regulations in the USA and Canada. The strategy
includes the Cat NOx Reduction System and two
Diesel Oxidation Catalyst canisters, one for each
bank of cylinders in the V-configured C32.
Working in combination with ACERT, the Cat
NOx-Reduction System diverts a small volume of
cooled engine exhaust back to the combustion
chamber. The result is reduced cylinder
temperatures and reduced NOx formation. This
NOx reduction system takes full advantage of

24 International Mining | JUNE 2012

 ENGINES
The Caterpillar Tier 4 Final strategy has started
with the 777G but will eventually apply to the
largest engines such as the C175-20, used on
the 363 t 797F
the cleaner, less corrosive properties of ultra-
low sulphur diesel fuel and low ash engine oils
to maintain service intervals and component life.
The two Diesel Oxidation Catalyst canisters trap
residual hydrocarbons in the exhaust. This 777G
Tier 4 Final strategy is transparent to the
operator and does not require additional service
for the machine.
MTU’s Series 4000 Tier 4 Final engine for
mining will be available in 2015 for production
series supply. The Series 4000 T4i (Interim) is
already available for oil and gas applications.
MTU has achieved Tier 4 emissions with no
after-treatment, having applied several key
engine technologies to accomplish this,
including the implementation of their own
L’Orange design for fuel injection and MTU turbo
systems. In 1996, MTU introduced high pressure
common rail fuel injection for large engine
power and now, 12 years later, the company is
launching its third generation common rail
system which operates at 2,500 bar. In
combination with their own injector and engine
management system design, it enables the fuel
injection system to achieve much greater control
of fuel metering. For Tier 4, MTU increased the
air induction pressure with an arrangement of
three regulated 2-stage turbochargers. MTU has
also developed and patented a unique cooled,
regulated EGR system. The company told IM:
“Collectively, these core technologies and
several others form a complete engine package
which enables us to improve engine
performance and achieve Tier 4 emissions
without after treatment.”
MTU began the development of Tier 4
technology in 2004. The final development
phase has arrived and involves field testing the
complete engine in a challenging operating
environment. MTU has an agreement with a gold
Cummins sees the QSK95 as having significant
potential in the next “super ultra-class” of
mining trucks
26 International Mining | JUNE 2012
mine in Nevada to field test a 12V4000
Tier 4 engine in a Komatsu 930E haul
truck. Test operations will begin June
2012. From 2015, MTU has said that it will
offer the Series 4000 Tier 4 Final engine
with 8, 12, 16 and 20 cylinders. Production
series supply is phased-in for each Series
4000 cylinder size, but essentially the 8V,
12V, 16V and 20V will be available within
months of each other, beginning January
2015. In addition to field testing, the truck
OEMs will have access to Series 4000 Tier
4 engines in 2014, to accommodate
required engineering, lead times and testing.
MTU has maintained its success in engine
supply for the largest haul trucks – the company
told IM it sees this success as result of the
Series 4000 range offering a combination of
safety, high reliability, reduced total cost of
ownership, high power density, reduced fuel
consumption and longer times between
overhauls. Three main 12V, 16V, 20V
configurations are available and produce 1,600
to 4,000 hp.
With no after treatment needed, the basic
engine envelope remains nearly the same.
Mounting points and fan location are consistent
with the T4i models leading to simple T4f
installation without the need for
truck/application redesign, saving customers on
installation costs. MTU has also recently
introduced a remote diagnostic system. This
feature provides supports personnel and users
with immediate or on-demand valuable
performance and diagnostic parameters through
a secure internet connection.
High altitude performance has been a feature
of MTU engine success, where the major
challenge is low air density. MTU’s key engine
technology and design has enabled the Series
4000 to maintain power requirements while
operating in high altitude environments. Series
4000-powered trucks are also currently
operating in trolley-assist applications such as
the Hitachi EH4500-2. In the mining industry,
the Series 4000 powers not only mining trucks,
but also hydraulic excavators, wheel loaders,
blasthole drills, electric shovel motivators and
dewatering pumps. MTU states: “The hydraulic
excavator is a very challenging equipment
application, given the demanding load profile.
MTU currently supplies Series 4000 excavator
engines to Liebherr with the most notable new
model being the R9800, which is powered by
twin 12V4000 Tier 2 engines. Our repower
successes include Hitachi excavator models
EX2500, EX3600, and EX5500 which are
operating in the USA and Australia. Mine
operators are looking for longer engine life,
greater reliability and improved fuel economy,
which are the compelling reasons they selected
the Series 4000 engine.” In mining trucks, MTU
has supplied the Series 4000 engine for the
Liebherr T282 for many years with more than
250 of the 20V4000 engines in use currently
operating in T282B and T282C trucks. Liebherr
has also recently introduced a 4,000 hp MTU
engine configuration model of the T282, which
is expected to be referred to as the T284, and
four of these trucks are operating at high
altitude in Chile, while the model will also be on
display at MINExpo 2012. The Hitachi
EH5000ACII also has an MTU engine, and
Hitachi is working on a new EH5000ACIII model.
As previously stated in IM, China’s XEMC has
utilised the Series 4000 Tier 1 engine in its
SF33900 240 t truck. Four units are currently
operating in Australia at a Rio Tinto operation,
and MTU states that China, both in terms of its
mining industry and as an equipment OEM base,
remains a key focus. However, the majority of
XEMC trucks including the SF33900 and the new
300 t SF35100 have Cummins QSK60 engines.
The largest BELAZ model, the 360 t 75601, has
 ENGINES
The MTU Series 4000 engine has been highly
successful in the large mining truck market,
such as on this Liebherr T282B at Codelco
Chuquicamata
an MTU Series 4000 engine as does the 220 t
75302.
Cummins is the other key player in the three
majors, both through supply of engines to
Hitachi for models such as the EH4000ACII
(QSK60), a number of the BELAZ mining trucks
such as the 220 t 75306 and 320 t 75600; and
most of the key hydraulic mining excavator
models from Hitachi and Liebherr (up to the
28 International Mining | JUNE 2012
R996B and offered as an option on the R9800);
but also in its global partnership with Komatsu.
This covers all the key Komatsu mining truck,
hydraulic excavator and wheel loader models, as
an example with the SSDA16V160 engine on the
930E effectively a Cummins QSK60. Hyundai’s
new 120 t R1200-9 mining excavator is powered
by a high-performance 23 litre, 6-cylinder
Cummins QSK23-C rated at 760 hp (567 kW).
Particular attention has been paid to the
insulation to achieve low internal and external
noise levels.
In November 2011, Cummins launched its
largest ever high horsepower engine, the 16
cylinder, QSK95 or “Hedgehog” in 2011, which
will have limited production starting in 2014 and
full production from 2015.
While for the moment, the QSK60 and QSK78
engines remain the focus for existing mining
trucks and excavators, the QSK95 sets the
company up well for future truck developments
in the ultra-class sector. The new QSK95 engine
will provide a 4,000-hp (2,983 kW) capability for
ultra-class mine haul trucks, representing the
highest-ever power output introduced by the
company for severe duty-cycle operation. The
95-liter displacement QSK95 is purpose-
designed to provide enhanced strength 327 and
363 t class trucks, with the capability to
increase truck speeds for climbing steep-
gradient haul roads and boost hauling
productivity with reduced operating cycle times.
The QSK95 will be available as a global
mining engine platform capable of operating at
mine sites anywhere in the world and meeting
all emissions standards, including Tier 4 Final in
North America by using Cummins proven
Selective Catalytic Reduction (SCR) after
treatment. The 16-cylinder QSK95 reaches the
mining power output previously available only
from 20-cylinder engines. High power density is
achieved with a hardened power cylinder
featuring the strongest single-piece forged-steel
piston available in the industry, according to
 ENGINES

Cummins. Deep structural strength is provided

by an all-new ductile iron skirted block. The
group argues that this increased strength
contribute to higher engine uptime availability,
extended life-to-overhaul and more cost-
effective rebuilds.
“The QSK95 is designed to meet the highest
expectations in the mining industry for uptime
availability, reliability and durability that will
exceed all other previous engines intended for
ultra-class haul trucks,” said Jason Rawlings,
Executive Director – Cummins Mining Business.
“This combination of deep inherent strength
and proven systems means that the QSK95 will
be ready to provide outstanding performance on
the mine site from day one. The QSK95 will fully
complement the success of the QSK60 and
QSK78 engines in ultra-class haul truck
applications. These engines offer the widest and
most flexible power choice in the industry,” “means more reliability in-service and less to Westport Innnovations is advancing the HPDI
added Rawlings. rebuild at engine overhaul, considerably engine technology, where 95% of diesel is
displaced
The 4,000 hp (2,983 kW) output of the QSK95 reducing total life cycle costs”, states Cummins.
engine is well within its design capabilities, with The QSK95 will provide an exceptionally long up to 2,200-bar high-pressure fuel injection,
potential power increases available in the future life-to-overhaul, capable of achieving 1.7 million MCRS reduces noise, offers smooth idle stability
to provide the possibility for the next generation gallons and more of fuel consumed before and eliminates visible smoke across the entire
of ultra-class haul trucks to move beyond the rebuild, with the added advantage of no mid-life operating range. Cummins’ new NanoNet fuel
363 t payload capacity. BELAZ has already intervention required. filtration gives superior fuel cleanliness and
stated its intention to build a prototype of a 450 A Cummins next-generation Modular enhances the durability of the MCRS system –
t capacity truck in 2013, so this “super ultra- Common-Rail System (MCRS) enables the an important advantage for mining engines
class” of mining trucks is soon to be a reality. QSK95 to achieve high fuel-efficiency, even required to operate anywhere in the world with
The stronger engine design of the QSK95 when operating at maximum power output. With varying fuel quality.

JUNE 2012 | International Mining 29

 ENGINES
Caterpillar 777C truck with
GFS EVO-MT™ system during
a test at a Kentucky coal
processing facility
A quad-turbocharging system brings the
simplicity of a single-stage air handling system
already proven on the QSK60 engine. The four
compact turbochargers, one arranged for each
bank of four cylinders, provide outstanding
step-load acceptance and transient response.
This enables the QSK95 to deliver more rapid
power across the entire rpm range to improve
haul truck speed at full payload capacity.
Meeting strict emissions targets with
technologies such as DPF and EGR also involves
specialist component suppliers.
MANN+HUMMEL has further developed the
electronics integrated in diesel particulate filters
for non-road applications. Depending on the
emissions, the self-learning system calculates
its own regeneration strategy for the application
in question and thereby reduces costs. The new
electronics also improves operational reliability,
installation and servicing. The modular system
comprising software, sensors and actuators
improves the operational reliability, installation
and servicing of MANN+HUMMEL diesel
particulate filter systems.
Depending on the machine application, the
electronics can be used just as a basic data
logger to acquire temperature and pressure
data. It can, however, also be used to control a
complete diesel particulate filter system with
passive or active regeneration. In this case only
a few small extensions are required to convert
the data logger into a control system. All
connected components are subject to
continuous diagnosis. They are continuously
monitored and a message is sent if the
component has a malfunction. Furthermore, the
electronics checks whether the components are
exactly suitable for the installed system. A
display with standard international symbols
constantly informs the machine operator about
the status of the diesel particulate filter with
30 International Mining | JUNE 2012
regard to any servicing which is required. This
information is advantageous to operators, and
offers higher operational reliability, and allows
for better maintenance scheduling.
The MANN+HUMMEL SintDOC, SintAC and
SintROC diesel particulate filter systems are
equipped with the new electronics. The SintROC
diesel particulate filter for example is designed
for machines with engine outputs up to 600 kW.
Natural gas engine technology
The whole arena of natural gas engines is really
gathering momentum in the industry. This is
perhaps to be expected, as its use is already
well established in on-road and marine
applications. Driven mainly by sustained high
diesel costs, a group of independent companies,
along with the major engine OEMs and the
mining equipment OEMs are all involved. And
the savings of displacing diesel do not just
relate to the mining haul trucks – they also
relate to the engines on wheel loaders,
excavators, ancilliary equipment such as
graders, engines on ore trains, and the engines
on the on-road trucks that bring in mine bulk
supplies.
On the technology side, there are two main
approaches – so-called dual fuel solutions, that
use a bi-fuel mixer and port injection to allow an
existing diesel engine to be retrofitted with an
LNG tank and run with up to 70% of diesel
replacement by LNG; and the high pressure
direct injection (HPDI) technology that uses
natural gas as the primary (95%) fuel along with
a small amount of diesel as a pilot ignition
source. At the heart of the engine is an injector
with a dual-concentric needle design. It allows
for small quantities of diesel fuel and large
quantities of natural gas to be delivered at high
pressure to the combustion chamber. The
natural gas is injected at the end of the
compression stroke. HPDI allows replacement of
approximately 95% of the diesel fuel with
natural gas.
GFS Corp is the main group currently
progressing the dual fuel solution in mining. IM
spoke with Jason Green, GFS President, about
the market niche and the technology. GFS
initiated mine truck development with its
technology in 2007, followed by a 2008 mine
truck field test using CNG and a 2010 mine truck
field test using LNG, with EVO-MT™ as a
commercial solution launched in 2011.
The GFS technology is comprised of patented
and proprietary technologies that allow diesel
engines to safely operate on gas percentages
ranging from 50% to 70% of the total fuel
requirement. Engines converted to gaseous fuel
operation exhibit diesel-like performance in
such critical areas as power, response and
efficiency. A key feature of the GFS system is its
ability to switch fuel modes without interruption
in vehicle operation. Conversion to GFS
operation does not require modification of the
engine and can typically be completed in a
matter of hours. The GFS system is compatible
with both compressed natural gas (CNG) and
liquid natural gas (LNG) fuel storage systems.
FS’s commercial offering EVO-MT™ does not
represent a full conversion but a retrofit for
existing mining trucks that allow them to use a
mix of diesel and LNG but also having the
flexibility to allow the truck to run full on diesel
if required. The 2011 test on a Caterpillar 777C
with a 3508B engine was very successful and
because it was at a Cumberland, Kentucky coal
processing facility a number of mining
companies had the opportunity to see the
results, which saw up to 60% replacement of
diesel with LNG with no loss of performance.
This year, GFS is working with its launch mining
customer, Alpha Natural Resources, at its Eagle
Butte coal operation just outside Gillette,
Wyoming, with the system installed on three
Caterpillar 793B trucks. GFS is also in
discussions with the other major coal mining
groups in the Powder River Basin.
For mining groups, utilising the system can
potentially allow them to make huge fuel
savings, while also offering the flexibility of still
using as much diesel as they want. The retrofit
nature of the offering means they can use it on
their existing truck fleet, which in an uncertain
economic climate is very attractive. Most mines
retain their fleet as long as possible, while
buying new machines on an as needed basis as
the oldest trucks are phased out, rather than the
wholesale purchase of a whole fleet. GFS
estimates that there are 35,000 trucks working
with older Tier 0 and Tier 1 engines on which the
system could potentially be installed. Diesel
prices tend to be quite volatile and LNG prices
 ENGINES
The Sandvik LH621 LHD is powered
by a Volvo Penta D16 engine
less so. The retrofit option means that mines do
not have to commit to LNG infrastructure to the
same extent and means they do not have to wait
for an OEM gas engine solution to become
available.
Natural gas perhaps unfairly is perceived as
inherently dangerous by some, so safety has
been a major focus for all the companies
involved. GFS for example supplies its system
with a variety of sensors installed including
multiple flame detection sensors, a combustible
gas detector, operator E-stop and status display,
as well as exhaust gas temperature and
manifold air pressure / temperature readings.
The gas / diesel mixture is non-explosive / non-
flammable until compressed in the combustion
chamber.
Given the current market pricing differential
between diesel fuel and LNG, customers using
the GFS EVO-MT™ system could see a total fuel
cost savings of up to 30%.
In addition to GFS, American Power Group
(APG), a subsidiary of GreenMan Technologies,
also has a dual fuel technology, that is currently
focussed on the oil and gas drilling market, but
mining will be a future key area for the company,
and has just announced that APG and Linde
North America have established a formal
business relationship to introduce and expand
the use of LNG for APG retrofitted dual-fuel
diesel engines and diesel pumps in the oil and
gas industry. APG states that its patented eNRGy
Pac PLC and ECU Controls system ensures that
dual fuel fed engines operate at their normal
temperature and at full horsepower. The group
has also worked on a project with Wesfarmers
LNG in Australia with regard to dual fuel retrofits
on its heavy duty diesel haulage trucks but has
also had discussions with Wesfarmers about
possible future co-operation on mining trucks,
given that the company is also a major coal
miner through its Curragh mine.
In the HPDI space, Westport Innovations is
32 International Mining | JUNE 2012
the company advancing the technology but its
business model is to work together with the key
engine OEMs as opposed to acting as a third
party as in the GFS model. While HPDI could be
retrofitted, Westport believes that the market in
the long term wants more wholesale
replacement of diesel with natural gas to
maximise savings. IM spoke with Paul
Blomerus, Westport Innovations Senior Director,
High Horsepower, accepts that moving to HPDI
engines would require a full commitment on the
part of major mining groups to set up the
necessary LNG infrastructure, but addresses this
with the point that the major LNG suppliers such
as Shell, Chesapeake Energy and others, would
potentially set up much of the
infrastructure/supply chain themselves, such
would be the size of the potential market in
mining. This may even extend to building gas
liquefaction facilities at large mines or
important mining areas. The company also
believes that gas technology offers the engine
OEMs a way to achieve Tier 4 Final compliance
but without any after treatment or EGR system,
which would narrow any cost differential
between the two solutions and further support
for the level of diesel displacement offered by
HPDI.
Ultimately, Blomerus sees a future that may
have space for all three solutions – dual fuel, full
diesel engines and HPDI gas engines – with the
choice dependent on customer preference. As in
the GFS model, there is likely to be a significant
ongoing market for retrofitting existing trucks.
But as the use of LNG in mining grows, there
may be more take up of the OEM gas engines on
new trucks.
In May 2011, Westport announced that it has
entered into an agreement with Caterpillar to
evaluate high pressure direct injection (HPDI),
natural gas fuel system technologies for
possible use on Caterpillar’s large engines. As
part of the agreement, the parties have
combined their respective technologies and
components to develop a fuel system that will
be evaluated on a multi-cylinder test engine.
The statement said: “Through this evaluation
project, Westport and Caterpillar are seeking to
demonstrate that the integration of their
respective direct injection, natural gas
technologies can deliver the high performance
and high efficiency requirements large engine
applications will demand.” Under the terms of
the agreement, the evaluation is expected to be
completed in 2012, with program expenses
shared by both Caterpillar and Westport.
"We are excited to work with Caterpillar, the
world’s leading manufacturer of construction
and mining equipment, diesel and natural gas
engines, industrial gas turbines and diesel-
electric locomotives," said Bruce Hodgins, Vice
President, Market Development of Westport
Innovations. "This is a significant opportunity
for both companies to demonstrate the viability
of direct injection natural gas technology on
large engines.”
More recently, Westport announced that it
had signed a development agreement with a
leading but un-named global engine
manufacturer to develop a heavy-duty truck
engine featuring Westport proprietary high
pressure direct injection (HPDI) technology for
the North American market. Under the terms of
the agreement, each partner will contribute
significant resources and pay for its own people
and costs of the program but Westport will lead
the program. Westport expects to invest
approximately $12 million and the schedule
calls for product launch in 2014. When the
product is launched, Westport will supply its HD
system components for an agreed upon amount
per engine, comparable to other such
arrangements previously announced.
Westport has also announced the
introduction of China's first natural gas engine
featuring HPDI technology. The product
introduction is the result of China's first joint
venture for HPDI natural gas engines—Weichai
Westport – and fills a gap in the natural gas
engine market for heavy-duty trucks. Based on
the Weichai Power WP12 engine platform, the
12-litre engine features Westport HPDI
technology which maintains the power and
performance of the base diesel engine, but
allows the replacement of up to 95% of diesel
fuel with cleaner burning, less expensive natural
gas.
Cummins itself has just announced its plans
to produce dual fuel engines from 800 hp to
3,500 hp (597 to 2,610 kW) for high-horsepower
markets, which includes mining. The first in the
product portfolio, however, will be the QSK50
Tier 2 for oil and gas well servicing applications,
for which production is to start in mid-year 2013,
 ENGINES
The Ferrit DLZ210F coal mining monorail system
incorporates a John Deere PowerTech 6068T
engine
with other QSK Series engines to follow,
including engines capable of meeting the
mentioned EPA Tier 4 Final emissions
regulations.
The company states: “Cummins high-
horsepower dual fuel engines will operate with
common integrated controls, making a seamless
transition from diesel fuel to dual fuel operation.
By default, an engine will run on diesel fuel until
the operator selects the option on the control
panel to run the engine on a blend of diesel and
natural gas fuel. The engine will switch to dual
fuel mode and automatically select the
substitution rate for the operator.”
“This technology investment by Cummins
further demonstrates our position as a
technology leader in the high-horsepower
markets. Cummins is committed to delivering
reliable, high-efficiency products capable of
meeting emissions regulations and operating
wherever our customers are,” said Mark Levett,
Vice President of the Cummins High-Horsepower
Engine Business.
In traditional operating conditions, the
company states that a maximum substitution
rate of diesel fuel with natural gas of 70% can
be expected, with average substitution rates of
greater than 50%, depending on application and
duty cycle. The Cummins dual fuel solution will
be applicable to both new QSK family engines
and as a retrofit on existing QSK family engines
in the field today. Cummins global distribution
network will handle up-fit, commissioning and
warranty on dual fuel solution engines.
Mid-sized and smaller engines
Liebherr’s own diesel engines are already used
on a range of its equipment, including the R9100
mining excavator, with the larger models
employing Cummins engines except for the
R9800 which is offered with MTU or Cummins.
Liebherr wheel loaders such as the L576 and
34 International Mining | JUNE 2012
L580 models also run on Liebherr engines.
Liebherr was exhibiting its new R950 SME
crawler excavator for the first time at Intermat.
With an operating weight of approximately 44 t,
it is positioned between the standard version of
the R946 and the next-larger model, the R956 –
which are also newly developed models that
comply with Stage IIIB exhaust emission
standards.
The R950 SME was developed specifically to
increase productivity in tough quarrying
applications. The SME acronym stands for
‘Super Mass Excavation. Compared with the
standard version, the R950 SME has a higher
engine output. Its new 6-cylinder common-rail
diesel engine, from the Liebherr Competence
Centre for Diesel Engines in Bulle, Switzerland
delivers 220 kW (300 hp) from a displacement of
10.5 litres. This engine complies with Stage
IIIB/Tier 4i exhaust emission standards, for
which purpose its specification includes an
external exhaust gas recirculation system and a
diesel particulate filter with active regeneration.
Deutz has recently introduced the entire
range of its engines and DVERT components for
the EU Stage IV/ US EPA Tier 4 Final emissions
standards. The range extends from the smallest
model, the TCD 2.9 L4, which was specially
developed for very tight and narrow installations
and covers the 30 to 55.4 kW power range.
Available either as a naturally aspirated or
turbocharged engine, with or without charge air
cooling, equipped with cooled external exhaust
gas recirculation and a common-rail high
pressure injection system, the compact 4-
cylinder in-line engine offers high specific power
and torque combined with very smooth running
characteristics, according to Deutz. The
completely redesigned TCD 3.6 L4 industrial
engine covers the 55.4 to 97 kW power range
and the water-cooled TCD 4.1 L4 engine the 80
to 115 kW power range, which generates
maximum torque of 610 Nm at an engine speed
of 1,400 to 1,600 rpm. This engine benefits from
an exhaust-gas after-treatment system with a
sealed diesel particulate filter and regeneration
achieved either by combustion or controlled air
throttling.
The water-cooled TCD 6.1 L6 covers the 100 to
180 kW power range and, with its maximum
torque of 1,000 Nm, promises a performance
enhanced by up to 25% compared with its
predecessor. This 6-cylinder in-line engine, with
its turbocharger and charge air cooler and
electronically controlled Deutz common-rail
(DCR) high pressure injection system, offers
long engine life and extended servicing
intervals. The 160 to 250 kW power output of the
water-cooled 6-cylinder TCD 7.8 L6 engine
makes it the most powerful engine in the
medium power category, while the 240 to 390
kW power range is covered by the water-cooled
TCD 12.0 V6 engine. An electronically controlled
wastegate turbocharger ensures optimum
equipment performance. Designed for high
loads, the TCD 12.0 according to Deutz features
“outstanding ruggedness and long servicing
intervals, thus making certain that operating
costs are optimised.” Its compact V-design plus
front and rear power take-offs with up to three
auxiliary drives reduces installation costs and
increase the number of potential applications.
Deutz has also announced that along with
Volvo Group, it is “exploring the extension of
their long-term cooperation” and that a new
generation of medium-duty engines for non-
road applications is under study as part of a
recently signed a non-binding memorandum of
understanding. The partnership includes
analysis for a Deutz majority-owned production
joint-venture in China to manufacture these
engines. The production company is intended to
provide support for the Volvo Group’s
anticipated growth in non-road applications in
Asia.
In January 2011, Volvo’s specialised engine
manufacturing subsidiary, Volvo Penta,
introduced its range of engines compliant with
Tier 4 Interim/Stage 3B. This solution was based
on the Selective Catalytic Reduction (SCR)
technology. For 2014, the company states that it
will meet the much more stringent Tier 4 Final
standards using the same technology. A further
development of the SCR catalyst has improved
the NOx conversion to very low levels. Adding a
“light” EGR system to the engines provides
further emission reduction and will at the same
time help keep the SCR catalyst operating at an
optimal temperature. Volvo Penta states: “The
innovative EGR system on the engines is lightly
cooled or not cooled at all. This serves two
purposes: First of all, it will not add extra
cooling requirements to the existing cooling
system. Secondly, it will not be subject to
exhaust gas condensation and thus the potential
corrosion that can lead to downtime.” By
 ENGINES
NEW RIEGL VZ-4000
avoiding a costly Diesel Oxidation Catalyst (DOC), the company believes
that installation is greatly simplified. David Hanngren, Manager Product
Ultra Long Range 3D Terrestrial Laser Scanner
with Online Waveform Processing
Planning Industrial at Volvo Penta, comments: “With our new Tier 4 Final
engine range, we will also meet our customers’ primary objectives: no re-
generation, limited installation challenges, continuous optimised fuel
consumption and low operating costs. With as few and as simple changes With the VZ-4000 Laser
as possible, we aim to make our customers’ job as easy as possible.” Scanner and specifically
The new Volvo Penta engine range for off-road applications consists of designed software pack-
five basic engines. Thanks to the SCR system it has been possible to meet
ages, RIEGL provides a perfect
the new emission standards with only a limited number of technical
changes. Here, the component commonality of the engines is particularly
solution for the demanding fieldwork
valuable to OEMs who include several engine sizes in their product in open pit mining and topography.
applications. All engines in the range will be ready for delivery in 2014 but
were displayed at Intermat. They include the D5, a completely new Volvo
Penta design – a 5 litre, 4-cylinder, 105-160 kW engine with a maximum
torque of 900 Nm. The D8 is also new and is an 8-litre, 6-cylinder, 160-235
kW engine with a maximum torque of 1,300 Nm. The D11 is an 11 litre, 6-
cylinder, 235-285 kW engine with a maximum torque of 1,950 Nm. Finally
there is the D13, a powerful 13-litre, 6-cylinder, 285-405 kW engine, and the
D16, the most powerful engine in the range. This 16-litre, 6-cylinder, 405-
565 kW engine has a max torque of 3,200 Nm.
In 2011, Volvo Penta and Sandvik Mining and Construction signed a
cooperation agreement with the goal to enhance the long-term
competitiveness of Sandvik’s products. Up to now, Sandvik has introduced
Volvo Penta engines in several models from its product lines for crushers,
drilling rigs, loaders and haulers. These include the Sandvik UJ440i mobile
crushing plant powered by a Volvo Penta D13 diesel engine and the
Sandvik LH621 LHD that uses the Volvo Penta D16 diesel engine.
Installing after-treatment systems have proven to be a major issue for
many equipment builders in the US and the EU. For Sandvik engineers, the
SCR technology has not been a major challenge. “This is just another
regular engine installation”, commented Seppo Karhu, Manager for Engine
Installations at Sandvik Mining, after the first-ever loader with SCR for
mining and tunnelling applications had been developed. “With the SCR
technology, ventilation rates become so low that it is no longer toxic
emissions, but CO2 or fuel consumption that sets the limits. And the Volvo Highlights RIEGL VZ-4000
engines have low fuel consumption”, says Olli Koivisto, Global Product Line
Manager for Load and Haul at Sandvik Mining. ‡ range up to 4 ,000 m ‡HMI interface and built-in
In 2011, Volvo Penta was one of the first diesel engine manufacturers to
SSD data storage media
‡ eyesafe @ laser class 1
for stand-alone operation
receive stage 3B and Tier 4i certificates for its entire engine line-up. For ‡ on-board inclination
‡multiple target capability
many years these engines have been successfully proven for use in the sensors, GPS receiver
(excellent penetration of
demanding underground mining segment. Now, the same engines are also and compass integrated
dust and vegetation)
certified by MSHA and CANMET. Volvo Penta has received Mine Safety and ‡ connector for external
‡waveform data output
GNSS receiver
Health Administration (MSHA) as well as CANMET-MMSL certification for its (optional)
13L interim Tier 4 diesel engines. The 13L is the first engine to receive the ‡ built-in camera
certification and the rest will follow. The 350-550 hp,
TAD1360/61/62/63/64/65VE-series of diesel engines offers ventilation
Highlights Mining Software
rates that are among the lowest in the industry for the given power ‡RiMONITOR: monitoring of terrain deformations by analyzing
category. The ventilation rate is around 30 CFM/hp which is considerably the changes of surfaces
lower than traditional diesel engines used in mines today. ‡RiMINING: optimized and simplified scan data registration
John Deere Power Systems (JDPS) has announced the naming convention and processing workflow for open pit mining,
and power ratings for its complete Final Tier 4/Stage IV mobile off-highway offering, e.g., automatic extraction of break lines,
contours, profiles, and calculation of volumes
diesel engine line-up. Building on previous tier nomenclature, John Deere
Final Tier 4/Stage IV engine names will start with the PowerTech brand and
add a three-letter suffix that specifies the engine’s technology package. For
Final Tier 4/Stage IV, the three letters will identify the engine’s technology
platform, turbocharger and aftertreatment, respectively. An example of a
John Deere Final Tier 4/Stage IV engine name is PowerTech PSS 6.8L.
www.riegl.com
The group states that it will continue with its planned building-block
approach to meet the challenging Final Tier 4/Stage IV regulations. To achieve
5,(*//06*PE+, Austria 5,(*/86$,QF 5,(*/-DSDQ/WG
compliance, John Deere developed the Integrated Emissions Control system

JUNE 2012 | International Mining 35

 ENGINES
— a solution that optimises engine performance,
operating efficiency and reliability. For engines 56
kW and above, the Integrated Emissions Control
system will consist of a diesel oxidation catalyst
(DOC), a diesel particulate filter (DPF) and a
selective catalytic reduction (SCR) system
specifically designed to meet the demands of off-
highway applications. The DOC/DPF exhaust filter
reduces PM while cooled EGR and the optimised
SCR system reduce NOx to the regulatory levels of
Final Tier 4/Stage IV.
When combined with cooled EGR technology,
the Integrated Emissions Control system will
enable John Deere engines to meet emissions
requirements while utilising less diesel exhaust
fluid (DEF) than alternative Interim Tier 4/Stage
III B SCR solutions. DEF consumption with John
Deere Final Tier 4/Stage IV engines will be 1 to
3% of diesel fuel consumption depending on
the application. Lower DEF consumption means
DEF tank size can be smaller — minimising the
impact on vehicle applications while extending
DEF filter service intervals and reducing
operator involvement. Increased pressures
created by John Deere’s Final Tier 4/Stage IV
high-pressure fuel systems will reduce engine-
out PM and extend intervals between active
exhaust filter regeneration, improving fuel
economy from Interim Tier 4/Stage III B.
Ferrit’s DLZ210F suspended underground
mining locomotive can work in almost any
topographical conditions and on slopes of up to
30°. It has two cabins – one on either side —
and is equipped to pull up to 12 driving units
that can carry personnel, heavy loads and
auxiliary materials. John Deere states that its
PowerTech 6068T engine proved the most
suitable engine in the market for the model as
relatively few modifications were needed to
make it explosion proof. Ferrit states that it
chose the John Deere 6068 engine based on
proven performance in its DLP140F rail
locomotive. The DLP140F was the first machine
operating in explosive environments driven by a
modified, electronically controlled engine. The
John Deere engines require relatively few
modifications to make them suitable for
operation in explosive environments which is a
key advantage. To meet ATEX standards, the
PowerTech 6068T required changes to the
suction and exhaust pipeline. The company had
to develop a new water-cooled exhaust pipeline,
a water-cooled turbocharger, and a dry cooling
system for exhaust gases. Also, Ferrit modified
the electrical system for use in an explosive
environment.
The first DLZ210F units are already operating
in coal mines in the Czech Republic, Russia,
Poland, Mexico and China. Ferrit states:
“Customers have responded very positively to
the new suspended locomotive, which meets all
36 International Mining | JUNE 2012
Scania is working closely with Doosan in the
supply of engine technology for ADTs, wheel
loaders and other equipment applicable to
mining
their demands and expectations in terms of
traction parameters, easy yet high-tech
operation, diagnostics and safety.”
Also in the underground mining market, John
Deere engines have been used on the UiK
GLS150 mining locomotive from Poland’s
Urzadzenia Konstrukcje. Working closely with
John Deere distributor Techbud, the company
modified the PowerTech 6068TFM marine
engine to suit the demanding mining
environment and make it fully ATEX certified.
Four GLS 150s are already operating in Polish
coal mines transporting personnel and
materials. With tracks just 550 to 900 m, it can
handle steep inclines at the deepest mine
levels, where working conditions are most
challenging. Urzadzenia also see opportunities
for the modified 6068T engine in rail systems in
KGHM’s copper mines, and are considering
designing a range of smaller locomotives for
underground mining, powered by a modified
John Deere 4045T marine engine. This smaller
engine will allow it to reduce the engine
compartment size, and the overall machine
weight. The company has also opted for a
stationary 36 kW John Deere 3029D engine to
power a future 8 t underground locomotive.
Scania and South Korean mining and
quarrying equipment manufacturer, Doosan
Infracore, have agreed to further increase their
current cooperation. According to a letter of
intent, Scania, from 2014, will not only supply
engines for Doosan’s ADTs and large wheel
loaders but also other products within the
Doosan range. “In the long term, we are
estimating delivery of well over 3,000 engines
annually to Doosan Infracore. This cooperation
has strengthened our position in the growing
Asian market,” says Robert Sobocki, Senior Vice
President and Head of Scania Engines. Doosan
Infracore is well positioned within the Chinese
market. Several models from a total of over
20,000 machines sold annually in China will be
powered by Scania engines. “We have tested
Scania’s engines in our products and they meet
our expectations for reliability, outstanding
performance and high fuel efficiency. We also
appreciate Scania’s modular concept. One
engine platform for all emission levels is of
great benefit. For instance, it helps in our design
installation work and thanks to Scania’s global
service network, our customers also get access
to excellent support”, stated Andrew Choi,
Sourcing Director at Doosan Infracore. Scania
industrial engines will manage Stage IV and Tier
4 final with EGR and SCR technology but without
a particulate filter. The newly developed engine
platform is the same for all emission levels
ranging from Stage II to Stage IV and is
described as extremely reliable.
Scania industrial engines will manage Stage
IV and Tier 4 Final without a particulate filter.
With only EGR and SCR technology, the
installation will be unaffected. The company
states that its long-standing experience of EGR
and SCR from trucks and buses has meant that
these developments could be applied to Scania
industrial engines as well.
All engines will in other words have the same
‘footprint’, enabling the same installation to be
used, irrespective of emission level, significantly
reducing the efforts required from OEMs that
are active on the global market. Scania uses the
same modular engine platform for all steps in
emission legislation. Hence, there is no need for
global OEMs to redesign their equipment for
Stage II, III or IV markets.
The Scania modular system is implemented
throughout the engine range, which greatly
facilitates servicing, repairs and parts supply,
since the engines all share the same cylinder
design, featuring for instance separate cylinder
heads and replaceable liners and many of the
moving parts.
Key characteristics of Scania's new engine
range are the Scania XPI common-rail fuel
injection, and a revised bore and stroke that
provide improved performance and increased
swept volume. A waste-gate turbocharger and
increased combustion pressure contribute to
efficiency. The use of Scania's own engine
management system enables high-precision
control of combustion and easy adaptation to
different applications and operational
requirements, as well as fine regulation of
exhaust after-treatment systems. The new
range includes three variants of the DC09 up
to 294 kW and five variants of the DC13 up to
405 kW. IM