Fleet Management News & Business Info | Commercial Carrier Journal
Issue link: http://read.dmtmag.com/i/667099
66 commercial carrier journal | april 2016 EQUIPMENT: NEXT-GENERATION EMISSIONS CONTROLS benchmarks in 2021, 2024 and 2027. "We've talked about building on the architecture you see today with our engines, with EGR, DPF and SCR," she says. "That all stays, of course, because you have to meet NOx." Yeager says making the same kind of base engine improve- ments – such as optimizing combustion, improving air han- dling, reducing friction, reducing parasitic loads and improving aftertreatment efficiency – will be a big part of the strategy, as will looking at the benefits and feasibility of waste heat recovery to ensure the fuel's energy potential isn't wasted. "That's something new that we don't have on the engines today, and that's something the EPA looked at [when setting its Phase II goals]," she says. Fuel-efficiency requirements included in Phase II will chal- lenge engine builders seeking to preserve low NOx emissions, Golden says. "There are significant tradeoffs in getting lower NOx," he says, noting higher combustion temperature helps drive fuel efficiency while also creating more NOx. "How can you do that and have better fuel economy? You can't get the best of both worlds. You have to make compromises." Golden says potentially higher temperatures likely will lead to demands on catalyst suppliers to increase efficiencies without necessarily making the systems larger. "I don't have more space," he says. "I have a box, and I have all these things in the box. I need to get much more efficiency from those components now if I'm going to map out a pathway to better CO 2 emissions." There is also the wildcard that the needs of the market could outpace the demands of the government. "We are enjoying very low fuel prices right now, but we don't know how things may change in three or four years," Sanchez-Lara says. "That could bring pressure to deliver efficiency gains faster just because our customers would like to be able to remain as profitable as they are today while perhaps operating with a higher cost of fuel. I think the 4 percent we have to deliver – we know how to do it. We're very comfortable." While he says Cummins has a proven record of meet- ing the requirements over the last 15 years, "I wouldn't be surprised if we end up doing more than that because of the nature of the industry and what's going on with fuels and just competitive pressure." There's also the consideration that once OEMs hit the 2027 benchmark, EPA is likely to continue its push for improvement. "I don't know what's out there beyond Phase II for sure, but we know [CARB] is talking about a lower NOx standard that they need to be able to meet the federal ambient air quality stan- dards for ozone," Yeager says. "They're talking about possibly new NOx standards for heavy-duty engines," with numbers as low as 0.02 gram per brake horsepower hour compared to today's 0.2. "So, another 90 percent reduction." The potential of another 90 percent reduction of NOx would pose one of the biggest challenges yet for engineers. "If I have a more efficient engine, it's hotter, and I have more NOx, and that increases the cost of my aftertreatment system for NOx," Golden says. "If I get lower CO 2 with a higher combustion temperature, I'm going to have more NOx." "Wanting to maintain the efficiency gains on the engine that we've made over the past years, it would be a challenge to go a lot lower on NOx," Yeager says. "But we need to do some research, and we need to do some work on what those tradeoffs are and what would be the costs associated with a new NOx standard and what the technologies are." KIENE'S K-1360 Clutch Brake Cutter! Quickly removes one-piece clutch brakes . . . COMPLETELY REMOVE A CLUTCH BRAKE IN 15 TO 20 MINUTES! How it works . . . 1. Position the K-1360 and clamp in place with clutch pedal. 2. Drill through clutch brake. 3. Finish cut with the air chisel. 4. Rotate clutch brake and repeat process. 325 S. Fairbank Street, Addison, IL., 60101 Phone: 1-800-264-5950 • 630-543-5950 • Fax: 630-543-5953 www.kienediesel.com • e-mail: alanc@kienediesel.com The Clutch Brake Cutter Kit includes . . . The Result MADE IN THE U.S.A. Removing a clutch brake is a di cult, messy, hazardous job. Torch cutting is the usual solution, but it's slow and dangerous. The K-1360 Clutch Brake Cutter makes the job safer and much easier! • No more torching! Drill through and then nish with an air chisel. • No need to pull transmission. • The safe and cost e ective way to remove a one-piece clutch brake. Kiene_CCJ0915_PG.indd 1 8/21/15 10:46 AM EPA and NHTSA, in collaboration with CARB, plan to extend the Heavy-Duty National Program beyond model year 2018 to further reduce fuel consumption and reduce CO2 emissions before 2028 by up to 4 percent compared to Phase 1.