MTU debunks myths concerning Tier 4 Final diesel engine technology

As construction companies continue to outfit fleets with Tier 4 Final technologies, many Compact Equipment readers are still unclear on what the regulations mean for their businesses. MTU America has assembled a handy guide for equipment users to reference as they get up to speed with the standards. Drum roll, please…

For Tier 4 final compliance, diesel engines must have diesel particulate filters

FALSE. Not all Tier 4 diesel engines will have diesel particulate filters (DPFs). Some engine manufacturers have invested heavily in research and development and have created Tier 4 compliant engines without the need for DPFs.

Tier 4 engines will last longer than they once did and will require less maintenance

TRUE: Engine manufacturers have created new Tier 4 final engines that operate at cooler internal temperatures and use the latest in high-pressure fuel injection technology. Plus, cleaner combustion engines reduces the amount of soot and particulates which will increase the time between overhauls. Tier 4 final engines have been developed to specifically to reduce the amount of maintenance needed. Customers can rest assured that there will be a much longer time in between maintenance intervals.

Selective catalytic reduction (SCR) technology is a new technology and will cost your operation extra fuel

FALSE. Exhaust systems with a maintenance-free catalyst, or SCR, has been around since the 1950s. Its first large-scale installation occurred in the late 1970s and has been used by manufacturers of on-highway certified engines for the North American market since 2010. An SCR system allows for treatment of some NOx exhaust after it has left the engine, but before its released into the environment. This allows engineers to fiddle with timing so that the engine runs cooler and burns much less fuel.

Heat rejection levels won’t dramatically change with Tier 4 Final

TRUE. Heat rejection levels aren’t much more than Tier 3 engines due to efforts from engine manufacturers. Engine timing can be advanced, exhaust gas recirculation (EGR) usage is minimal, engine-out particulates are low, and NOx can be treated with an SCR catalyst.

Exhaust aftertreatment will be unmanageable, and Tier 4 final engines can no longer be exported to less-regulated regions

FALSE. Engine suppliers have all the information for the various exhaust aftertreatment packages that are available. They can help you implement a solution that will be easy to maintain and service. Similarly, many engine manufacturers offer aftermarket kits that make Tier 4 final engines tolerant to higher-sulfur fuels, allowing Tier 4 engines to be exported to regions with different regulations.

For more info on MTU America, visit its website right over here.