Fresh air is first drawn into the low-pressure turbocharger (fixed geometry) and compressed to a higher pressure. The compressed air is then drawn into the high-pressure turbocharger (VGT or WGT), where the air is further compressed. The high-pressure air is then routed through a charge air cooler and into the engine's intake manifold. By splitting the work between two turbochargers, both can operate at peak efficiency and at slower rotating speeds — lowering stress on turbocharger components and improving reliability. Series turbocharging delivers more boost pressure than single turbocharger configurations, which results in higher power density, improved low-speed torque, and improved high-altitude operation.
COOLED EXHAUST GAS RECIRCULATION (EGR)
EGR cools and mixes measured amounts of cooled exhaust gas with incoming fresh air to lower peak combustion temperatures, thereby reducing Nox.
These engines utilize a catalyzed exhaust filter that contains a diesel oxidation catalyst (DOC) and a diesel particulate filter (DPF). The DOC reacts with exhaust gases to reduce carbon monoxide, hydrocarbons, and some particulate matter (PM). The downstream DPF traps and holds the remaining PM. Trapped particles are oxidized within the DPF through a continuous cleaning process called passive regeneration. Passive regeneration occurs during normal operating conditions when heat from the exhaust stream and catalysts within the exhaust filter trigger the oxidation of the trapped PM. If passive regeneration cannot be achieved due to low temperature, load, or speed, then PM is removed using active regeneration — an automatic cleaning process controlled by the exhaust temperature management system.
SELECTIVE CATALYTIC REDUCTION (SCR)
John Deere engines feature an SCR system that utilizes a urea-based additive, sometimes referred to as diesel exhaust fluid (DEF). The ammonia in the urea mixes with engine exhaust gases in the SCR catalyst to reduce NOx — converting it to nitrogen and water vapor.
ELECTRONIC UNIT INJECTOR (EUI) AND ENGINE CONTROL UNIT (ECU)
The EUI fuel system provides higher injection pressures up to 2,350 bar (34,000 psi). It also controls fuel injection timing and provides precise control for start, duration, and end of injection.
4-VALVE CYLINDER HEAD
The 4-valve cylinder head provides excellent airflow resulting in greater low-speed torque and better transient response time by utilizing a cross-flow design.
This is the most efficient method of cooling intake air to help reduce engine emissions while maintaining low-speed torque, transient response time, and peak torque. It enables an engine to meet emissions regulations with better fuel economy and the lowest installed costs.
Lower installed cost
Mounting points are the same as previous models
Multiple rated speeds to further reduce noise and improve fuel economy
Peak torque equal to or better than Interim Tier 4/Stage III B
Transient response time equal to Interim Tier 4/Stage III B
Low-speed torque similar to Interim Tier 4/Stage III B
Optional power bulge equal to or better than Interim Tier 4/Stage III B
JOHN DEERE ELECTRONIC ENGINE CONTROLS
Faster engine control unit (ECU) manages both the engine and the aftertreatment system
Four times the memory, twice the RAM and double the processing speed
The input/output capability has increased 40%
Premium software option integrates with equipment or vehicles to reduce engineering and installation costs
Durable gear-driven auxiliary drives
Gear-driven water pump
500-hour oil change
Replaceable (wet) cylinder
Self-adjusting poly-vee fan drive
Optional factory installed variable-speed fan drive
Improves fuel economy and reduces noise levels
Single-piece low-friction steel piston with integrated oil cooled gallery
Directed top-liner cooling
Low-pressure fuel system with electrical transfer pump and "auto-prime" feature
Optional rear PTO
*Available on all PowerTech PSS engines unless noted