Both SCR and CEGR exhaust after-treatment systems create a huge inconvenience for farmers.
FACT: For the SCR system to break down nitrogen oxide, a DEF tank was added. Other than keeping the tank full, you don’t need to think much about it. The tank contains a temperature sensor and heating element, which keeps the DEF at the optimum temperature whether you’re in a warmer cold weather climate. It also includes a fluid level indicator that will alert you when fluid levels are low, just like your diesel fuel level. A good rule of thumb is to fill your DEF tank at every other diesel fuel fill-up. Bottom line, if you know how to pump fuel and change oil filters, these tasks aren’t much different and are just as accessible.
The CEGR system requires the addition of a diesel exhaust particulate filter containing a catalyst. . Once the filter is plugged a regeneration process must take place to burn off the trapped particulate matter. The Diesel exhaust particulate filter contains a catalyst that helps burn the soot particles when there is sufficient heat in the exhaust for the catalyst to be activated. The DPF traps particulates, which are then “burned off”.
Case IH will use both SCR and CEGR technology to meet the new emission regulations.
FACT: Our priority is to provide our customers with the cost-efficiency and performance they expect from our equipment. We see advantages to both technologies, depending on engine size and load, as well as application demands. Our equipment is paired with the technology that achieves the required emissions levels with the lowest operating costs, based on its engineering characteristics and application requirements. By 2011, all Case IH tractors over 100 horsepower will feature SCR, and by 2012, all Case IH tractors under 100 horsepower will incorporate CEGR. The projected fuel savings that will result from using the SCR system on over 100 horsepower applications are significant because of the large amount of fuel used for the large tasks performed. That same fuel savings is less significant on low horsepower applications making CEGR a more suitable option for lower horsepower engines, as fuel consumption is considerably less.
DEF is difficult to find.
FICTION: If you’re concerned about the availability of DEF, don’t be. Since nearly all the 2010 on-highway trucks and many of the 2011 off-road equipment manufacturers already require DEF fluid, plenty is available. Plus, your Case IH dealers carry DEF in four different container sizes: 2.5-gallon sealed containers, 55-gallon drums, 275-gallon or 330-gallon totes. DEF is also available in bulk – and Case IH dealers carry all the appropriate DEF handling equipment needed for transporting, storing, and dispensing DEF.
DEF is challenging to use.
FICTION: The DEF tank is -integrated into the equipment, so all you need to worry about is filling it, much like you fill your fuel tank. The DEF tank fill point is easily accessible, and the technology is designed to alert you when DEF levels are low, just like your diesel fuel level. A full DEF tank will last you through two tanks of diesel fuel.
For those of you farming in cold weather regions, it’s true that DEF will start to freeze at 12°F (-11°C). However, the DEF tank features a heating element that flows engine coolant to warm and thaw the fluid. The EPA allows a 30-minute window during which the engine may operate without DEF to allow for thawing time. Upon engine shutdown, DEF lines on the equipment are emptied. The DEF tank also includes plenty of room for expansion if the DEF freezes.
Lower combustion temperatures challenge combustion quality in CEGR.
FACT: CEGR relies on lower combustion temperatures to help reduce nitrogen oxide formation. However, lower combustion temperatures also result in increased particulate matter. To filter particulate matter, a diesel particulate filter is needed. In SCR, higher combustion temperatures are effective in reducing particulate matter.
The regeneration process of CEGR has minimal effect on overall performance and maintenance. FICTION: Although engine performance and productivity is relatively unaffected, regeneration can almost double normal fuel consumption. The diesel particulate filter also requires low ash lube oil. More frequent oil changes might also be needed due to the higher levels of particulate matter in the engine.
SCR requires fewer maintenance intervals.
FACT: Because the combustion process is optimized at a higher temperature, there is no exhaust gas recirculated through the engines air intake system. This allows for lengthened engine oil service intervals as there is recirculated exhaust gases slipping past the piston and piston rings and ultimately dirtying up the engine oil. These higher combustion temperatures significantly reduce particulate matter, which creates a cleaner, more efficient engine, requiring fewer oil changes and maximizing overall field time.
What else would you like to know about Tier 4A engine technology solutions? Drop us a line so we can continue the conversation and get you the information you need.