SCR Tier4b

•
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INDUSTRIA L
TIER 4 Final
Emmssion standards and exhaust gasses
Comparison TIER 4 A versus TIER 4 B
Ill
30-05-2014
-c..s.111
-·-- -·-- IVECO l\IECO
a•T•A
l\IECO
eus
TIER 4 final emission level
• Tier 4 standards began in 2011 requiring diesel engine manufacturers to reduce the
level of Particulate Matter (PM) and Nitrogen Oxides (NOx) leaving the exhaust
pipe.
• The reduction of NO was implemented using a two prong approach. The first step
Tier 4A Interim (T4A)began in 2011 and the second step Tier48 Final (T48) begins
in 2014. According the European legislations, TIER 48 calls LEVEL IV.
• Vehicle constructors have to respect the European legislation. With the LEVEL IV
legislation the allowed emissions are completely the same as for TIER 48 what is
the name of the North American legislation. Compagnies with strong American
roots like CNH have always used the North American TIER rules which were
always more severe than the Europeans at the same level or time.
• TIER 48 or LEVEL IV is the non road variant of the EURO 6 emission level. The
test to measure the emissions for EURO 6 (road applications) are completely
different. Measurements at 90 km/h or at 120 km/h can't be done on non road
vehicles. On non road vehicles it is very difficult to develop a test cyclus that
covers all non road applications. For example: Some engines run the most of time
on idle and have from time to time load peaks, others run the most of time on heavy
load and haven't much idling moments. Therefore several steady state test cycles
are worldwide standardised in the ISO 8187.
• On TIER 48 the (E)08D lamp in the cab isn't required. Only the EURO 6 (already
on EURO 2) applycations requires an 080 lamp. The customer can't be punished
if his engine runs out of the emission specifications. The customer can only be
punished if he has tampered the system .
•
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llfD l,JS T •IAL
30-05-2014 ~
TIER 4 final standards
Tier 4 emissions standards mandated an aggressive reduction in NOx & PM

with a step approach (Tier 4A & Tier 48) in the reduction of NOx.
Tier 4A = 90% drop in PM , and approximately 60% NOx reduction.
Tier 48 = 90% drop in PM, and approximately 95% NOx reduction.
• Tier 48 starts limiting Ammonia (NH 3 ) leaving the exhaust pipe as well.
TIER 3
TIER 4A
TIER48
A trt1Hlux
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30-05·2014 3
How polluants are formed
Due to the composition of fossil fuel during the combustion process several toxic
substances are produced. These substances are primarily:
• Carbon Monoxide (CO)
L Hydrocarbons (HC)
• Nitrogen Oxides (NOx)
Particulate Matter (PM)
The primary focus is on the reduction of Nitrogen Oxides (NOx) & Particulate
Matter (PM).
Because an diesel engine has always a surplus on oxygen, Carbon Monoxide is
normally not produced during the combustion . Diesel engines produce Carbon
Dioxide what is the result of a complete combustion. Only in some areas of the
combustion chamber where there is a lack of air (because of bad swirl and
mixture) CO and HC can be formed as result of incomplete combustion.
To have a good mixture exhaust gas back pressure and the correct common rail
injection pressure are very important.
•
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30-05-2014 4
Carbone Monoxide (CO) and Hydrocarbons (HC)
Carbon Monoxide (CO)

Carbon Monoxide (CO) is colorless, odorless, and tasteless,
%
but highly toxic.
l I
Lean Mixture Rich
The CO amount is directly connected with the oxygen volume
red uction in the combustion process. The less oxygen in the
combustion process, the more fuel is used to produce
horsepower thus the more CO produced.
Hydrocarbons (HC)
%
HC increase is dependent on increasing the fuel volume in
the combustion chamber.
__) The more fuel is used to produce horsepower thus the more
HC produced.
Lean Mixture Rich
30-05-2014 . 5 -:::::::::'m
Particulate Matter (PM) I Nitrogen Oxides (NOx) I Ammonia (NH 3 )
NH3
.,------·-
[
Particulate Matter ·~_
N_it_
ro_-_e_n_o_x_
id_e_5'1 ~.· Ammonia
.. ~:
Particles harmful to health and Generic term for mono- ' ~ Ammonia is a compound-.o~
the environment are mainly nitrogen oxides NO & N02 ~ ~- nitrogen and hydrogen (NH 3 ~.
composed of small carbon (nitric oxide & nitrogen It is a colorless gas withJa
particles and other toxic dioxide) produced from the pungent smell. Exposure:~~ ·
substances created during reaction of nitrogen & oxygen •.thigh levels of ammonia caf11t)e
incomplete fuel burning (low gases during combustion, irritating to your skin, eyes,
combustion temperature for especially at high temperatures throat, lungs and cause
example). (can cause acid rain) . coughing and burns.
h......... - .
30-05-2014 . 6 -.:::J
Emissions: the dilemma
Inside the combustion chamber, Particulate Matter (PM)

a nd Nitrogen Oxides (NOx) have conflicting chemical factors
No Diesel engine can meet both standards

without the use of after treatment systems
•
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30-05-2014 7
Emissions: the dilemma
Selective Catalytic Reduction Exhaust Gas Recirculation

is a simple system that treats recirculates exhaust back
exhaust gases with Urea into the engine to reduce
to eliminate pollutants combustion peak temperature and
and allows to maximize engine NOx, but limits engine performance
power
SCR
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tll•UITHA\.
30-05-2014 8
Technical solutions for Tier 4A
A-SPEED 100% LOAD
9
8 - EGR brake-specific NO,

_ EGR brake-specific fuel consumption
7
6 r'
HIGH EGR RATE: ~
280 ~ HIGH EGR RATE:
r' 5 z
:t ...
Q
SIGNIFICANTLY ~
~ 4 260 ~ INCREASE FU EL
REDUCED POWER c5 ::>
CONSUMPTION
-15% z 3 240 "'z
(with the some bo.e enJln• technolon)
8 +10%
2 220
...~
1 200
0 180
0 10 20 30 40 50
EGR RATE("]
SCR optimize fuel economy
l "DX'meu·rnurmtrnm
•
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30-05-2014 --~ --g~
Technical solutions for Tier 48

A-SPEED 100% LOAD
9
l
8 - EGR brake-specific NO,
_ EGR brake-specificfuel consumption
SIGNIFICANTLY VERY HIGH

REDUCED POWER c5 FUEL CONSUMPTION
z 3
0 10 20 30 40 50
EGR RATE (")
Tier 4 Final limits cannot be achieved

with EGR only
30-05-2014 - - ~~
Advanced Selective Catalytic Reduction
Sekrtive Catalytic Reduction

Exhaust gas treatment system that uses urea to reduce emissions as it maximises
performance.
Advanced SCR
:;;.. FPT has chosen Selective catalytic Reduction (SCA) to control T48 Final emissions.
Previously SCR was chosen for engines Olllll' 100 horsepower and Cooled Exhaust Gas
Recirculation\Dlesel Particulate Filter (CEGR\DPF) for engines under 100 horsepower to
reach T4A emissions.
,,. The SCR ONLY solution allows low emission requirements while maintaining the
competitive cost advantage gained with T4A.
)j)o The Reaching T48 Final emissions with an advanced SCR ONLY system is an achievement
in emission control. Most engine manufacturers are Incorporating a·combined approach
(SCR plus CEGR\DPF).
;,;.. FPT currently holds 8 patents on this system•
•
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30-05-2014 11
Tier 48 Solutions
~ ©IDOmJ~ ~~ LFH@w ~00 OHmro~

~~@(Kl c(}> ~[Kl
Tierl
EGR
PM
"° 50%
Combustion
....
Q>
~
0
DO C +SCR Cl..
.., "°
~ I~
Q>
~
~
cEGR h1
..,
0
'6
"'O
0.025 <
Tierl
Tier 48 0.4 2.0 4.0 6.0 NOx
....,......
CNt 30-05-2014
CNH industrial Tier 48 Solution
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[Nl!IDAIT' @[g[Nl[g~lfD@[NI ~~ ©crofr}/7
Tier 2
PM
Combustion
Hl-eSCR
0.025
Tier3
Tier 48 0.4 2.0 4.0 6.0
30-0!'>-2014 fPT INDUSTRIAL OVERVIEW _ __ __ __::::::;m
Hl-eSCR: Customer benefits
CNH INDUSTRIAL
SCR-only I COMPACT SYSTEM

after-treatment
I EASY-TO-MAINTAIN PACKAGE
No exhaust gas I ENGINE BREATHS CLEAN AIR

recirculation
I NO ADDITIONAL COOLING REQUIREMENTS
I MORE POWER & TORQUE DENSITY

No efficiency loss
I BETTER FUEL ECONOMY
30-05-2014 14 .::=--=::.JI
Tier 4 A & B Similarities
How TIER 48 w orks?
The T 48 SCR system remains similar in theory to T 4A but is essentially a

refined, tightly controlled and more efficient Tier 4A system.
Exhaust gases leave the turbo outlet and travel to the
Diesel Exhaust Fluid (DEF) Injector.
The Supply Module maintains constant supply of

diesel exhaust fluid to the DEF injector.
The DEF injector supplies a light mist of diesel

exhaust fluid (DEF) into the exhaust stream.
DEF vaporizes in exhaust stream and converts to

ammonia and carbon dioxide.
• Exhaust, ammonia, & carbon dioxide pass into the

SCR chamber.
In the SCR Chamber, ammonia reacts with NOx and

the washcoat of the catalyst.
• During the reaction harmless nitrogen vapor and

water vapor is released thorough the exhaust pipe.
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30-05-2014 1!>
SCR catalyst system
Nitrogen oxides (NOx) are reduced when the

exhaust gas is t reated with a reactant (urea or
ammonia) as it passes through honeycomb-
patterned catalyst w ith a fi ne cell structure. The
nitrogen oxides react with the reactant on the active
surface (washcoat) of the catalyst (substrate ) and
are reduced to water and nitrogen .
SCR catalyst
Ad Blue
Injection
~
Control system
connected to engine ECU
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30-05-2014 fPT INDUSTRIAL OVERVIEW
SCR Catalyst
What is a washcoat?
Substrate with Washcoat Bare substrate
• A washcoat is a layer applied on a the substrate. The washcoat is a carrier for

the catalytic materials that are needed for the SCR system. It is used to
disperse the materials over a large surface area. The catalytic materials are
suspended in the washcoat prior to applying to the substrate.
• Washcoat materials are selected to form a rough, irregular surface, which
greatly increases the surface area compared to the smooth surface of the bare
substrate. This maximizes the catalytically active surface available to react with
the exhaust.
30-05·2014 -- _~ ·--::_ -,7..Zl'm
SCR only
Components definition
30-05-2014 . ~ ~ - ~
SCR only
Components definition
Diesel Oxidation Catalyst (DOC) -

DEF Tank - Size dependent on NOx Sensor- Senses the amount of The DOC breaks down any
application. Contains heating NOx in the exhaust prior to exiting. hydrocarbons in the exhaust stream,
element, fluid level indicator, the by product of this reaction is heat.
temperature sensor and quality The heat helps to quickly warm up the
sensor (Measures urea content FPT Engine - Developed for use with SCR catalyst. Proper SCR catalyst
of DEF). SCR Only exhaust after-treatment temperature is important for efficient
system. Designed for optimal NOx reduction.
DEF Supply Module - Delivers combustion chamber performance Ammonia Sensor NH3 - Monitors
DEF from tank to SCR injector. and power. ammonia content of exhaust before
Manages pressure and quantity exiting. This monitors the efficiency of
of DEF to SCR injector. Also Humidity &Temperature Sensor - the CUC.
contains DEF system filter in Monitors Humidity & Temperature to
bottom of module. determine correct level of DEF DEF Quality Sensor - Monitor DEF
injection. Urea content to ensure quality DEF is
being used.
SCR Injector - Injects and
meters DEF into exhaust stream. Exhaust Flap Actuator - In cold
Clean Up Catalyst (CUC)- Removes
conditions, it can restrict exhaust flow
ammonia from the exhaust stream
to place load on engine. The load
that may be left from NOx reduction
SCR Muffler - DEF mixes with causes the engine to inject more fuel
process.
exhaust gas and reacts with to maintain desired rpm. The result is
catalyst in SCR muffler. Also an elevation in exhaust temperature Temperature Sensor - Monitors
contains Clean Up Catalyst to maintain proper exhaust exhaust temperature. This
temperature for NOx reduction. ensures proper NOx conversion
and system operation.
•
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30-05-2014 19
SCR only
Chemical overv iew
Tier 4 Layout without DPF

Urea Injection
~
U...+HNCO+NtD
SCR
CUC
NoDPF
HNCO 7 NH3
NO,N02 reduction by NH3
NH3 oxidation
\.
\ "
~
NOx, HC,
CO, Soot
DOC SCR CUC T
•
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30-05-20, 4 70
Tier 4 A & B Similarities
How TIER 4 B works?
• Exhaust gases leave the turbo outlet, flows through the exhaust flap, and into the
Diesel Oxidation Catalyst (DOC).
• The DOC oxidizing various emissions such as Carbon Monoxide (CO) to Carbon
dioxide (C0 2 ), Nitric Oxide (NO) to Nitrogen dioxide (N02 ) and breaks down any
hydrocarbons (HC) in the exhaust stream and the by-proauct of this reaction is heat
and odor reduction .
• The heat created in the DOC helps to quickly warm up the SCR catalyst.
• The exhaust flap is used during cold temperature, light load and for other protective
conditions.
• Proper SCR catalyst temperature is important in order to reach the efficient high
NOx reduction level.
• The DEF injector injects (based on engine controller calculations from various
sensor reading) a light mist of DEF into the exhaust stream where it is mixed into
the exhaust stream and converts to ammonia gas.
• NOx is reduced as it travels through the SCR chamber and reacts with the
ammonia through the washcoat of the catalyst.
• Any excessive Ammonia slipping by the SCR Catalyst is reduced as it travels
through the Clean Up Catalyst (CUC).
Emission Target Comparison

Requirements for Tier 4A Interim strategy
• Target NOx = 2 gram/kilowatt-hour (g/kWh)

• Target NOx concentration = 180 - 360 parts per million (ppm )
• Target NOx efficiency =75%
• NO defined limitation of NH 3 tailpipe
PM burned in Engine cylinders. NOx controlled in the SCR Catalyst.
Engine Exhaust _ . SCR Catalyst
30.()5.2014 ~-- _ ~I
Emission Target Comparison
Requirements for Tier 48 Final strategy
Target NOx = 0.4 g/kWh

Target NOx concentration = 20 - 40 ppm
• Target NOx efficiency = 95%
Max allowed average= 10 ppm NH3 (Ammonia) limit
PM burned in Engine cylinders. NOx and NH3 controlled in the SCR and Clean Up
Catalyst. In order to reach low emission standards during full rpm I full load range,
a robust closed loop system with additional sensors and catalysts are necessary.
Catalyst
20 4{) ppm N<Jx

Engine ...,.. 0 10 ppm NH1
SCR :::>
Exhaust 0
Diesel OJtJdation Catalyst Clean Up Catalyst
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30-05-2014 23
T48 and AdBleu consumption
- ·-::::z::r.-.i t
I fitii0
0 B
AdBleu/DEF consumption will increase from T 4A but will be offset with increased fuel
effi ciency.
AdBlue usage will continue to be affected by factors including engine horsepower,
ambient temperatures, humidity and engine load, among other factors.
Consumption variation with humidity is not as wide as Tier 4A due to robustness of
system.
Due to several engine advances, fuel consumption will decrease.
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30-05-2014 24
Update FPT engines
Improved engine structure for a peak cylinder pressure

designed to optimize combustion maintaining performance &
fuel efficiency.
NEF 4.5/6. 7L- 160 bar (2,320 psi)
Cursor 9 - 200 bar (2,900 psi)
Cursor 13 - 220 bar (3, 190 psi)
• Injection pressure up to 2200 bar with better injection
flexibility.
NEF - 1600 bar (23,200 psi)
Cursor 9 - 1800 bar (26, 100 psi)
Cursor 13 - 2200 bar (31,900 psi)
• Better performance at lower rpm with benefits for torque
supplied.
Optimization of combustion for better reduction of PM.
• Multiple injections and better control of fuel dosing and
injection timing.
Cursor 13 (12 .9L) unit Injectors replaced with Common Rail.
• Cursor 11 (11, 1 L) with Common Rail will replace the Cursor
10 (10,3L with Unit Injectors)
Cursor 13 2-stage to use Indirect cooling replacing after-
cooler and charge air cooler for improved transient
performance.
Ball bearing turbo design
• Cursor 16 with Common Rail wil be launched end 2015
•
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OID"ST•IAl.
NEF Tier 48
~-v S Titanium Vanadium SCR

(currently being used in lier 4 A applications)
FE - Ze< Iron Zeolite SCR - Increased
temperature stability more efficient NOx
conversion.
• Reinforced 4.5 & 6.7 liter engines, with additional structural blocks, Peak
Cylinder Pressure 160 bar
•Common Rail @1600 bar
• EDC17CV41 ECU
• Fixed Geometry Turbo & Waste Gate
• Exhaust flap for ATS temp control
•No EGR
• DeNOxtronic 2.2 urea dosing system
• DOC+ Zeolite (high ratings) or Ti-V (low ratings) SCR catalyst + ammonia
anti-slip catalyst for efficiency> 95%
30-05-2014 - - -_ -· - -- -· - - _ _ _ _..:.......:::::~
CURSOR 9 Tier 48 for Off-Highway
• L6-8.71
• Bore (mm) 117
• Stroke (mm) 135
• Stroke I Bore 1.15
• Bore Pitch (mm) 138
• 4 Valve
• Peak Cylinder Pressure 200 bar
• Electronic Common Rail 1800 bar
• Injection Pump CP3 3 (Bosch) updated
• ECU EDC17CV41
l
•
•
WG/eVGT Turbocharger (TAA)
Exhaust Flap
SCR Catalyst rp95%

• DOC+CUC
• No EGR Cursor 8. 7 Tier4B
• DeNOx 2.2
POWER: 210kW @ 2000 rpm - 30SkW @ 2000 rpm
New Contents TORQUE: 1350kW @ 1500 rpm - 1800Nm @ 1800 rpm
•
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30-05-2014 27
AF8240 flagship combine Cursor 13
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30-05-2014 28
Engine requirements
New extended life coolant (OAT)
The increased cylinder pressures of Tier 48 engines require a new extended life
coolant with Organic Additive Technology (OAT). The additional thermo load on
the engine structure could cause deposit formation if not using OAT.
It relies on inhibitors such as organic acid salts for cavitation protection

(Conventional coolant relied on inorganic inhibitors such as silicates, nitrites, and
phosphates).
• It is still Ethylene Glycol Base
• Give Superior Protection
•
•
Avoids Deposit Build Up
No Liner Cavitation Issues e
ACTIFULLOT
•
•
Longer Service Life
Proprietary Formula w
oooe •1~
•
CN-1
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Engine requirements
New extended life coolant (OAT)
OAT Coolant is NOT compatible with non-OAT Coolants.

• Should not mix OAT with non-OAT Coolants (more than 10% of either mixed
into the other will cause problems such as deposits or reduced protection).
• OAT Coolant is Yellow in Color (will look green if viewing in the radiator).
• Available in 50/50 premix and concentrate.
• Non-OAT Coolant will continue to be available for older machines.
• Must Flush multiple times and test system for Nitrite Residue before
switching to OAT Coolant.
• ACTIFULL OT is the only coolant tested & approved by

FPT for ner 48 engines.
• ACTIFULL OT can be compromised if other coolants,
.HM including other OATs, are added .
•
• Optimum concentrat ion is 50/50 which protects to -37°C
(35°F).
• pH mixture of 7.0-9.0 for optimum prot ection.
• CNH does not recommend adding conventional cooling
system addit ives.
30-05-2014 . . - ·- - - .. - - --~ ..:._ ~

Deposits and blocked radiator due a mix of OAT and
conventional coolant
More than 10 % conventional coolant

in an OAT cooling system might also
lead to the following:
• Loss of stability of the corrosion
inhibitor
• Cause cavitation erosion
•
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- . 30-05-20 1 ~ 31
Engine requirements
Engine oil requirements
All CNH Tier 4A and Tier 48 engines require CJ-4 engine oil (ACEA E9)
CJ-4 oil has reduced phosphorus, sulfur, and ash levels. These chemicals can
damage the exhaust treatment components and short their useful life leading
to expensive repairs not covered under warranty.
•
~
CaselH
AKCELA
New Holland
UNITEK
API I ACEA Rating
CJ-4 , ACEA E9
Viscosity
10w40, OW40
No.1 Mastergold Cl-4 , ACEA E7 1Sw40, 1Ow30,
20w50
No.1 Mastergold Cl-4 , ACEA E7 SAE30, SAE10w
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I 30-05-2014 32
•
CN-1
INDUSTRIAL
TIER 4 Final
Overview new components and update discription
II
30-05-2014
-CAM'
- ... -.- .::..:::;. IVECO IVECO
ASl'•A
IVECO
au• /A. MAGIRUS If"'!"°P T
Tier 48 System Components: New or Upgraded
New Clean
New Ammonia
Up
( NH3 ) Sensor
Catalyst
New additional
NOx & Exhaust
Temperature
Sensors Upgraded
SCR Catalyst
Material
New Engine Contr~ New Diesel Oxidation

Unit (EDC17) Catalyst (DOC)
New DEF
pdated DEF Supply Module
•
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l•DU S TalA L.
Tier 48 System Components: New or Upgraded
~ECU I Engine Upgraded 8, Dosing Module (Injector) Upgraded

I2. Exhaust Flap New 9, Temperature Sensor Upgraded
-----<
3, NOx Sensor New 10, SCR Catalyst Upgraded
. 4, Temperature Sensor New 11, Clean Up Catalyst (CUC) New
5, Supply Module Upgraded 12, Temperature Sensor Upgraded
6, Diesel Oxidation Catalyst New 13, NH 3 Ammonia Sensor New

7, DEF Quality Sensor New 14, Electrical harness (not tagged) Upgraded
• ------
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30-05-2014 3
New Major Components
NH3 Sensor is important

for precise dosing
The Clean Up catalyst {CUC) is a str;;;l calculations.
of oxidation catalyst provided for
neutralizing any excess ammonia
slipping by the SCR catalyst.
Upstream NO, Sensor is
important for precise
efficiency calculations in
the 95% range.
The Exhaust Fl ap assures full

The Diesel Oxidation catalyst (DOC) emission compliance even during
promotes oxidation of several exhaust gas low-load emissions.
components such as CO, HC, and NO.
_J
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Ul•VS T•IA\.
30-05-2014 4
Typical Vehicle Impact
Magnum I T8 tractor example below
Diesel Oxidation
Catalyst DEF Injector
and Mixer
unit
Exhaust flap
Exhaust plumbing
30-05-2014 . . _-=---=::._ -~-=~

Example: T9. 4wd
• Depending upon machine, the impact will be greater. Slight hood modifications are
generally necessary for DOC and Exhaust flap plumbing.
• The SCR catalyst size is enlarged but outer chamber minimized as more internal space
is utilized.
• The DEF tank outer size is generally the same size as with Tier 4A but the useable inner
storage space has been increased (less dead air space).
• The DEF Supply module size is reduced in size as the electronic control unit circuit board
has been removed since the engine controller monitors and drives all SCR functions .
Some configurations (as pictured) have

the DOC catalyst mounted externally.
• s.:=:::mi
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30-05-2014
Wheel Loader I Windrower Examples
Various arrangements exist

and all involve the same
components but with
different sizes depending
upon engine power rating.
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30-05-2014 7
Typical vehicle impact

Wheel Loader I Windrower Examples
Ammonia SCR I CUC chamber
Downstream
Upstream Temperature Sender
Temperature
Sensor
DEF Injector
Downstream
NOx Sensor
DOC
Upstream NOx Sensor
Exhaust Flap DOC Temp Sender
•
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30-05-2014 8
New Holland CR combines

New Holland CR combine
Coolant control valve
DeNox supply
module
• _---=== -::. _
CN-t
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- 30-05-2014 - . _- - - - -~- --~
TIER 4A versus TIER 48
SCR system components
Air
filter
DEF quality
sensor
DEF level &
temp. sensor
NH 3
NO. sensor DEF tank
<=-- - SCR+CUC
DEF injector and mixer
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30-05-2014 11
TIER 4A versus TIER 48

SCR system co mponents
The diagram above showcases the Tier 4B system components to signify whether it's a new,
updated or previous used component on T 4A.
The components in "Red" are new components that were not used in the Tier 4A system.
The "BLUE" components were used on the Tier 4A system.
The "PURPLE" color components were used on the Tier 4A system but have been
upgraded in some fashion in order to use on the Tier 4B system .
The T 4B system integrates the engine and after-treatment system into one engine control
module (ECU) that manages all engine and SCR functions. The ECU communicates with the
supply module and other vehicle controllers via CAN Bus. The Ad Blue/DEF supply module
consists essentially of a membrane pump that recovers the Ad Blue/DEF from the tank and
sends it to the dosing module what is now only an AdBlue/OEF injector.
cN4
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- 31)-0S.2014 12
EDC7UC31 vs . EDC17CV41
EDC7UC31 EDC17CV41
toNEF • 1nsull1tion °' functK>r11lrty
lmp<Oll'ft'netlt
to CURSOR •
No IMt1ttllJOn or Functionality
lmprovem"'t
Installation EDC17CV41: Increased manage complexity and direct control of SCR system
Dimensions (LJCWxH mm) 269x228x68 260x218x75
Weight
Mounting
1750g
On engine
2100 g
On engine
••
Functionality
Housing EPA1821 EPC1821
•
•
4or6cyl 4 or 6 cyl
Injection EUl/ECR ECR
Max 5 injections Max 7 Injections
Controls Engine+ vehicle Engine +vehicle + SCR

•
Ele. Connections
CAN Communications
Only 12V
141 connector pins, 3 chambers
2 interfaces
12 or 24 Volt
192 connector pins, 2 chambers
3 interfaces
••
EDC7UC31 vs. EDC17CV41
Connectors layout
EDC17CV41
EDC7UC31
1 Connector (Vehicle side) 96 pins
1 Connector (Vehicle side) 86 pins 1 Connector (Engine side) 96 pins
1 Connector (Engine side) 36 pins
1 Connector (Injectors side) 16 pins Total pins 192
Total pins 138 Vehicle side JI
Injectors side '
® •'
' ~,..,.
'
./
-
~
,... r-:.
4.. .
.....,..
•Ill ~ I
IT
~ •1•
I I I
I I I
I I I
I I I
i
I I I
:I: ~ I r- ~
~II
I I I LI
I I I ~I I I
It •"'
~®
- 11
I I
:1:
' I
~I ~
Engine side Engine side '-·
CNt
l•Oll •T• IAL
30-05-2014 - ,~
EDC17CV41: Two-box strategy
Vehicles with vehicle controller (UCM , CCM, .....)
Engine Control Unit functions Vehicle Modules functions

Injection control • Driveability
Boost control • PTO logics
ATS control • Road Speed Limiter
Positive and negative engine torque • Torque and speed demand arbitration
control • Starter control logics and safety
Engine speed control strategies
Cold start aid • Other non-engine related functions
Starter safety release
Cooling management (visco Fan,
eWater pump, ... )
Interface with smart components (CAN
sensors and actuators)
Monitoring and diagnostic (system,
engine, inducement, ... )
cN-i
t • • U • T • IA\.
30-05-2014 15
EDC17CV41: other feature changes
EDC17CV41 isn't able to control a Unit Injector system

Water In Fuel is now controlled by the engine controller
Drive the increased EMS complexity due to additional sensors and OBD
& inducement EPA requirements
Integrate drivers and software for the new DNOx-2.2 urea dosing system
for better and precise urea control, necessary to reach 95% efficiency
Urea Qulity Sensor software is added and is sampling with a relative low rated.
Better NH 3 storage model that caluculates the NH3 in the SCR catalyst
The information of the Urea Qulity Sensor is used to check the working of the
exhaust component. A much higher component check efficiency is the result.
Possibility to use the same AdBlue dosing injector on 12V or 24V systems due
the lenght change of duty cycle pulses
If all parameter values have passed their enabling threshold, AdBlue injection
can be controlled till -40°C.
Better anti tamper logics
•
CNt
l••U I TalA \.
30-05·2014 16
Engine Control Unit
Basic vehicle function description
ENGINE SPEED AND Low idle, high idle and intermediate engine speed management, with different parameters sets,
TORQUE MANAGEMENT droops, speed setpoints and ranges
Various torque limitation curves, depending on temperatures (protections) and degradation
External speed and torque demand access (CAN , TSC1 )
Torque limit curves selection (one-box applications only)
DRIVEABILITY All speed governor with engine speed depending droops
(ONE-BOX architecture only)
ROAD SPEED LIMITER Function to limit the max vehicle speed , according to current speed and speed limit setpoint
(CWL only) recieved via CAN.
STARTER MANAGEMENT Starter release by the ECU

Safety conditions check not performed by the ECU
EXTERNAL ENGINE CAN interface to shut off engine in case of high coolant temperature or low oil pressure
SHUTOFF Logic inside vehicle ECU
COLD START AID Grid Heater (N EF/CURSOR), Glow Plug (F5) and Fuel Filter Heater control , based on
temperatures and battery voltage
FAN CONTROL Fan speed setpoint calculation based on engine speed , sensed fan speed , coolant temperature,
(APH and CCM only) transmission oil temperature received via CAN, and various curves and maps
Visco fan actuation
ANTITAMPERING Hash checksum of ECU dataset published for Vehicle Modules and tester checks
/I' Bosch EDC17CV41, NEF/CURSOR engines, engine mounted, capable for 12V-24V nominal power supply
,r Bosch EDC17CV49, F5 engines, not engine mounted, 12V nomnal power supply
•
CN4
UtDU•T• f,\L.
30-05-2014 - -_ ~- - ~
Engine Control Unit

Basic vehicle function description
OPTIONS MOUNTING Possibility to enable or disable options, according to CAN inputs:

- Grid heater (NEF/CURSOR)
- Fuel filter heater
- Engine brake (NEF/CURSOR)
- Fan (NEF)
- Blow-by heater (F5/CURSOR)
MONITORING AND Engine monitoring and protection by means of air, fuel, coolant and oil temperatures
PROTECTION FUNCTIONS Oil pressure monitoring
Water in fuel monitoring
Engine low idle increase to avoid high HC accumulation
Filters clogging monitoring (NEF/CURSOR)
Low pressure circuit monitoring (CURSOR 11 / 13/ 16)
DIAGNOSTICS Fault monitoring, storage and reaction; Failure memory reading and erasing
Different degradation logics depending on failure severity; Limp home
Inducement according to different regulations
Dashboard information via CAN, DMx and proprietary messages
OPERATING DATA Cumulative operating data storage (events, speeds, temperatures, operating times)
STORAGE Readable via tester, for maintenance and mission analysis purposes
TRIP RECORDER
END OF LINE Possibility of machine customization (urea tank, heaters, pipes) at CNH plants
• ~
CN4
U fO V • T•IA ..
30-05-2014 .
SCR technological update
Dosing Module
Tier4A Tier48
DeNox 2.0
I DeNox 2.2
Pressure
~~\I
(return to
line Supply
(from Module)
Valve
Supply
l Aodule)
keeper
AdBlue
Heat
shield
Electrical
connector
Dosing Module
Connector to cooling
adapter
•Injector
•Injector •AdBlue connection (1 lines)
•AdBlue connection (2 lines)
•Electronic connection ~ •Electronic connection
•Engine water connection (2 lines)
•
CNt
I MDUSTalAL
30-05-2014
SCR technological update

Supply Module
Tier4A Tier4B
DeNox 2.0 DeNox2.2
Supply Module
•NODCU
•DCU •AdB/ue pump & filter
•AdBlue pump & filter •AdBlue& engine water
•Only AdBlue connections connections
•
CNt
IMDUST. . AL
30-05-2014
CAN bus C for emission control
Emission control CAN bus
Ur11ank
loYolond
EVGT
(tfeq..~
Ox ECU -
loalpemun
..
Dosing
Uodule
Exheust RawNOa
ges eFLAP sensor
flow
NH3
DOC aen90r
upatresn
Added COf'l1Xlllenl
temp
aen!IOrs
SCR g
u
(not exlatngln Tier 4A) upatresn
temp
aenaor
•
CN4
l•DU•TllllAL
30-05-2014 ~- ~ 21: : : : : .
CAN bus C for emission control
T4B main components are wired to a separate CAN Bus dedicated for fast
emission control
• The Urea Quality (UQS), Ammonia (NH 3 ) and NOx Sensors are smart sensors
with separate electronic control units (ECU) that communicate via CAN Bus for
quick response and clarity of message.
• The Exhaust Flap (eFLAP) and Variable Geometry Turbo (eVGT) are smart
actuators with an integrated electronic control unit (ECU).
• The supply pump, dosing injector, exhaust temperature sensors, humidity
sensor and tank level & temperature sensors are wired directly to the engine
controller (ECM).
Note: The CAN Bus may be labeled differently than "CAN Bus C" as pictured
above (per application) .
•
CN4 ...
........, " 30-05-2014 __22-=:.:::::::::J
Tier 48 CAN layout on NEF and CURSOR
Vehicle CAN
ECU A SAE J1939 and ISO 14229 - 250 kbps
EDC17CV41
c
eVGT Actuator 1 1
(where used)
eExhflp
Actuator
Upstream
NOx Sensor Vehicle
Modules
Urea Quality 1---..---1 eWP Actuator
Sensor (where used)
Downstream 1 1
NOx Sensor
FPT Installation
NH3 Sensor
CNH Installation
Engine Components CAN
250 kbps
CMt
UfDU• T• tAL
- 30-05-2014 23
•
CNt
INDUSTRIAL
TIER 4 Final
Component descript ion
Thermal management
II
30-05-2014
- -
CASI!' ..._._ .:.::.::::. IVECO IVECO
AST•A
IVECO
•u• /A!,,. MAGIRUS /ff"!"°PT
Overview TIER 48 components
Emission control CAN bus
Ox ECU
EVGT
Cit equlpp.dl
-
Uru-llty
Dosing
Module
Exhaust RawHOx
gas eflAP sensor
•
flow
HH3
DOC •ensor
u
SCR ::i
Addedc~_. u
(notexlatngln Tler4A) u~
temp
senSOt"
•
CN-1
IMOUITalAL
30-05-2014 - . - -• ~ --=-=--- -·. - '2
Bosch EDC17CV41 Engine Controller (ECU)
EDC 17CV41
~.
Vehicle side
EDC17CV41
1 Connector (Vehicle side) 96 pins
1 Connector (Engine side) ~
Total pins 192

Cooled by fuel via
Engine side integrated passage
(no o-ring)
The T 4B system integrates the engine and after-treatment system into one engine
control module (ECU) that manages all engine and SCR functions.
• It monitors various engine and SCR performance paramaters to constantly optimize
engine and SCR performance.
Communicates with other vehicle controllers via CAN Bus.
Capable of running on 12 or 24 volts with two 96 pin connectors and 3 CAN Bus
interfaces.
• Depending upon the machine, the controller will be powered with 12 or 24 volts.
cNii
t••uS T •tAL
-- 30-05-2014 3
What are smart sensors I smart actuators ?
Smart Sensors (UQS, NOx, NH~) Smart Actuators (eFlap, eVGT)

Generally combines a sensing element, analog interface circuit, an analog-to-digital
converter, and a CAN bus interface all in one housing.
Has self-calibration and built-in self-test capabilities.
Provides computation and communication and can measure multiple variables
simultaneously.
Have the ability to provide real-time measurement.
Increasingly, highly-integrated smart sensors perform logic functions, rely on two-way
communications, adjust for changes in their environment, and make calculations.
The circuits work in very low voltages and is highly sensitive so repairs are not possible.
,~
it: ~
UQS NOx NH3 eFlap eVGT
•
CNit
llll•VST•tAL
30-05-2014 4
~nrn 11 Sens111 ~' 1cm l' roCC'>\l·d

"irn,or
,, In for11121io n
::
:: 10 l \('f"
.§
:;.
]
~~
.=
\ 11 ahiJ!-l>iJ!ilal-.\11 aloJ!
SiJ!nal l'roce-.,inJ!
'"'.,
::;.. l ~er
Co nm1•nds
~
..... for Sc o~o r
~ Opc.-.tion
A smart Sl'llSOf sYSll'lll as prumted Jiemn. 171t CCKt of" st.111J.Jlotie smart 0rsor s,,trm
includn seruors. pow" camm1micabot1, and si,fnal ~ucnm~.
The only electrical diagnostics that can be performed on a smart sensor are verifying
power, ground and CAN Bus communication to the sensor module (as well as ensuring
proper terminal connection). If a fault occurs, it will broadcast it on the CAN bus to the
Engine ECU.
30-05-2014 . 5 _-:::.:::::::zl
• Smart sensors are on "CAN Bus C" has 2 terminators (one external plugged into the end of the Bus
usually near the NH3 sensor module and one internal in the engine controller). When testing a typical
2 terminator CAN Bus for resistance reading, approximately 60 ohms should be read.
-COHTROLL£R
-
I HARDIMRE UERSIOHI SOfllMltE UEISl ~ lftlHICATIDM STllUS
RIC lnstru•nt Clustor Unit 1.1.1.1 1.1.1.11 OH LUC
JSC Joystick Sturing Controuor OH llHI

KEYPO Koy Pod OH l IHI
TEC" Translrlssion Controllor OH llHI
• NOTE: The ECU's will NOT be identified in the Controller Status menu of the EST. However, if the
CAN Bus wiring to an ECU is defective, a fault code/swill be triggered identifying the controller with
the issue.
l~& l~IAQO""ec...-1
-
C.-. Erono ....... 4 ] ......
30-05-2014 . "==:::::311
EDC17CV41 Engine I SCR Controller Electrical Inputs
IWEMAf.I'
In DEF 2
THkLw~-
Senaor Ground
,.
11
Tank J3 T.nk T~ a.n- 1I
I·-r
EVGT
IP I I 1 hna«Ground q~; =~w1Dr 1 El~
71
(machine
specific!) :I" I
. ._ Gn>und
DOC TempentuN Signal
110
1' I ~
H
I1 I I actt Upetr-m Tempentura Slgn91 32 I
c
L
Sensor In
------11
•
DEF Tank
-------------t= E
1-----------------ttl c
Upstream
NOx
llar.... --------------f4a u
-----------" c
Sensor ------------t23 0
N
DeP Tank He.CV..,,. 72 N
E
Sensor c
M T
NH3 7 0
Ammonia I - I" It
Sensor ::
14
+
Rftenl~ Va~ 8- ___J 81
-
Supply Module Conneclicw
EDC17CV41 Englne/SClt Controller . .
cN-i
1•0UtT•I AL
Engine Controller Diagnosis
VI;*.-..... NO.
C()C
CCU&:.,..,...,
E...~1<i.,,
The EST will display

U..o O...>tr EC\: & CVGT
"OFF LINE" in the ECU (l* • Jllllo<.t•iolll
~-
"Communication Status"
position of the "Controller - C&L""&o1u
:;..v•• ,
Status" menu if it cannot ~- ·
I c,,_ •.,.....,,,.._
communicate with t he ECU.
Ai~..-"~""'~r
-;...~
I t ngu~
Multiple " Timed out" fault

DEN0\.:!2~ 1 J Cont.rol
Unit
(£CU)
L....J urweo..,.v-
~'~~...
codes by the other controllers ooc~ ....
will also be broadcast ed if the E•N•.,•lT•mc>
engine controller is offline. --

·~ ..c:Ups,.•.M'I
,.
-------- ---------- -- I
'-·"-'l•-
"~""·
~n Oc:Hw-t>-~•,.....
£...n-T.-
......
~
~t.O'
•
CN-1
U •OVIT • I A..
30-05-2014 8
Engine Controller Diagnosis
Controller is off line
K J';;;;;======
1M'I
ttJNIROWA SIAIUS CNIOoqookC...-
IH llHl
~HltallOll Sl•I US
JSC .ioyst IU Strrrlng controllrr 111 l l l l

I UPO lty rH Ill 111•
ICCft lrus•hslea Centrolltr l!I I Ill
Note: If a controller is off line, there is power, ground, or communication issue w it h it. If t his occurs, t here is no
need to follow a fault code for a test procedure (several "timed out" fault codes w ill also be t riggered as t he
other controllers will sense it is "off line" so it can be confusing w hich one to fo llow).
• Simply test for powers, grounds, and the CAN Bus wires to the "Off LINE" contro ll er. (Ha rness and terminal
condition is also factored in this testing). tD
• While the EST is connected, try moving the harness while looking at the controller status screen. If it flashes
to "ON LINE", then the issue is in the harness or loose terminal connection.
If all test good and you cannot reprogram it, the controller has to be defective.
• Rarely is a controller defective. Occasionally the circuit board could be defective and effect a circuit.
Test lights should never be used to test the controller as it can harm circuits.
• Diagnosing is similar to a Smart Sensor checking for power (unswitched and ignition), grounds, and testing
the CAN Bus to the controller but with the added option of reprogram ing it .
•
CN4
I MDUSTalAt..
30.05-2014 __:.: -- 9:.:::::..
Advanced SCR Control Strategy
DOC SCR
SCRI S " " - unll

-
HH,
: • • o o O OoooOooOO.ooUoo •ooOHooooooooooo ooooOool
CorrectlM The T4B system is a

NOX T:irge.t
highly sophisticated
system with a closed
Target err1c1enC)
I loop system that
•Feedforwar~
1
continuously monitors
- - - - - I _._ - - - - - - - -
'J ......~.~~~..~·~·~·~· fl.o~....
RSOI) various sensors and
Urea
1 Exh:iust m:iss flow drives system actuators
I ................... ............. ..
I Inlet NO/N02; 02 for precise urea
injection .
•
NH3 Stor.ige VOllUI
I
•
~----------- { NH3 storage contrOI
• U mrtatlon
: ............................................. . ·· ... .. ·• ....... •NH3 Stor;ig1 target
cN-i 30.05-2014 - - - - 10 :=::JI

IM DUST•IAt.
Intake Air Humidity I Temperature sensor
Monitors relative humidity and temperature of incoming air

• The incoming air humidity value is used to correct the
estimation of raw engine NOx production, in order to adjust
DEF injection.
• Humidity plays a part in the amount of NOxproduced.
Generally, the more humid the incoming is, the less DEF is
needed to be injected.
-
OEf~
OEF t>r.l
cNii
t••UaT. . AL
30-05-2014 11

Troobleshooting
4 l 2 I
.. -k~-.:·~
X-91~] X-9001-4)
\CO.S\'{·142§
~
q) Sl\IOllGMO.JIO. ~
0
~ • LS
~ SP.'SO<I. SIOVol, 11\MlDrY
I 90
q) ~ St'\SOR 5Ul'l'l.Y
1 4)
Q) IP Sl ~SOll SIGMd.• llMPlAAIUMl
~E
The principal of the humidity sensor is the change of the capacitance of a capacitor with or without
humidity.
The variable capacitor is placed in an oscillator circuit. The output signal of this active sensor is
normally between 1 and 4 Volts.
5 volts reference voltage should be at pins #1 & Pin #4 when the connector is unplugged.
The ground wire on pin #3 is shared between the sensors.
Check resistance of the sensor between pins 3 & 4 and correlate it to the chart below.
The temperature sensor can be verified on pins 3 and 4 of the sensor. Compare ohm reading (per the
outside temperature) to the chart below.
•
CN4
l ••UST •IA.&.
30-05-2014 12
Troubleshooting
% Humidity vdc TEMP °C rF) a

10 1 05 -40 (-40) 42172
15 1.355 -30 (-22) 24760
20 1.500 -20 (-4) 14995
25 1.640 - 10 (14) 9348
30 1.770 0 (2) 5988
35 1.905 10 (50) 3933
40 2.030 20 (68) 2644
45 2.155 30 (86) 1817
50 2.275 40 (104) 1274
55 2.400 50 (122) 910
60 2.520 60 (40) 662
65 2.640 70 (158) 489
70 2.770 80 (176) 367
75 2.895 90 (194) 279
80 3.020
85 3150
90 3.285
95 3.410
•
CNt
IJIDU• T IU 4L
30-05--2014 - -~ -· ~
Exhaust flap
The maximum ambient

temperature allowed for
standard actuator is 140 ·c
Cooled by engine coolant
Required to bring the DOC up to temperature in the cold conditions & anticipate the action
of after-treatment devices by increasing the temperature of the exhaust gas assuring full
emission compliance even during light load duty cycle.
Accomplishes this by:

• Increases exhaust gas backpressure by restricting exhaust flow.
The load causes the engine to inject more fuel to maintain the desired rpm resulting in an elevated
exhaust temp that maintains proper exhaust temperature for meanly NOx reduction but also HC and
CO reduction.
• Four sizes flaps per engine application.
cNii
I JID UIT•IAL
30-05--2014 _-_ ~
Exhaust flap
Troubleshooting
P~ri>wl
i•
1 ..
1!
'i Ui&;;"
! : CMMif'l
CINI)
1
~
C.A'lii. 1
°lA" ~ -
The actuator comprises a Brushless DC electric (BLOC) motor which drives an output shaft through a set
of gears.
A fail safe spring (to open position) is integrated within the gear box in order to move the output shaft to
a predetermined fixed position when the unit is deactivated or un-powered.
The actuator is never unpowered except in case of severe actuator failure.
The actuator takes up the default position as soon as the actuator is not commanded
anymore. The actuator remains powered.
The actuator turns in direction of the default position, as soon as the shaft position is unknown.
The unit contains electronics to interpret a set of commands (via CAN bus) and electrically drive the
motor so the output shaft reaches a position .
•
CN4
. . . . u aT•IAL
~ 30-05-2014 15
Exhaust flap
Troubleshooting
Troubleshooting
Visual check: Proper wiring and connections? Does the actuator move at key on?
Upon start up, the flap will cycle to a fully closed position, back to a fully open position and then to a
5% closed position . (This is subject to change)
The flap can be tested mechanically by moving the flap by hand and listening for a metallic sound
when deadheading in closed position.
Electrical check: The only electrical diagnostics that can be performed on a smart sensor is power,
ground and communication testing of the harness to the sensor module.
If a fault occurs, it will broadcast it on the CAN bus to the Engine ECU. Internal faults cannot be
repaired .
•
CN4
t ••UIT•tAL
20 4 fl!<.l!"o. 16
Diesel Oxidation Converter (DOC)
Dosing Injector bolted on

exit of DOC
Integrated mixing
Chamber
in exit of DOC
Consists of a monolith honeycomb substrate coated with platinum group metal catalyst,
packaged in a stainless steel container.
The honeycomb structure with many small parallel channels presents a high catalytic
contact area to exhaust gasses.
• As the hot gases contact the catalyst, several exhaust pollutants are converted into
harmless substances for control of carbon monoxide (CO), hydrocarbons (HC), and odor
causing compounds.
• Turns majority of emissions into oxygen and water.
•
CN-1
l .. DU•TalAL
30-05-2014 - -- - - - - 17.::::::zl
Diesel Oxidation Converter
CO: - Carbon Ooo.ode

N:-N~ ----1
H:O-Wa~r
• The DOC in combination with the SCR catalyst creates enhanced system performance
of the SCR catalyst.
• It increases SCR performance at low temperatures as it creates N02 (Nitrogen Dioxide)
from the NO (Nitric Oxide) in the exhaust (NOx is the generic term for mono-nitrogen
oxides NO and N02 ).
• The presence of N02 increases the NOx conversion efficiency of the SCR Catalyst.
NO} NO ratio around 50% is required to give the optimum NOx reduction efficiency
• Achieving as close to 50%/50% NO/N0 2 ratio as possible before the SCR, maximizing SCR
performance especially needed at low temperatures .
•
CN-1
IWO UST• IAL
30-05-2014 - =--=--=-- - ~
Diesel Oxidation Convertor
Configuratio n
II' I
~
"·""".~I
/ ._ -.
''. t
Steiger I T9 Wheel Loader I Windrower Magnum /TB
Diesel Oxidation Catalysts come in several different configurations either under the hood or
mounted outside the hood. Sizes are based on the equipment they are mounted to and
engine power.
A NOx sensor and a temperature sensor are at the inlet.
The DEF injector attaches to the exit section of the chamber which has an integrated
mixer that provides high turbulence mixing. This leads to a uniform vaporization of urea
into the exhaust stream .
•
CMt
l ••V• T •IAL
- - 3~5-2014 19
SCR Catalyst
... -
DEF mixes with exhaust gas and reacts with catalyst in SCR chamber.
A chemical reaction occurs as the ammonia from DEF flows through the SCR Catalyst
substrate.
A different type of washcoat substrate is required for the T 4B SCR catalyst as well as it
has larger mass than T 4A but the chamber housing is relatively the same size.
Used for increased temperature stability and more efficient NOx conversion.
Has increased stability vs. temperature (600 °C vs. 540 °C of Tier 4A SCR), avoiding
derating at high low-end torques .
•
CNil
l ••V• T •IA~
~31>.os-2014 20
Clean Up Catalyst (CUC):
The Clean Up Catalyst (CUC) is a strip of oxidation catalyst integrated in the outlet of SCR
provided for controlling ammonia (NH 3 ) slip.
• Neutralizes any excess ammonia that may be left from the NOx reduction process.
CNt
IMDY•TalAL.
30-0>2014 - ~ - ~-=- -_---·- - - . - -~--= -
_-_::~
SCR Catalyst/ Clean Up Catalyst

Troubleshooting
The condition of the SCR catalyst itself is monitored using signals from the NOx sensors.
• Over time , aging of the SCR catalyst will result in increased NOx emissions.
• The SCR system continually monitors efficiency, watching for signs of progressive
degradation in SCR catalyst performance. When the catalyst can no longer pass the
tests, the ECM will set fault codes.
• Any rattling heard from the SCR or DOC chambers is a sign of damage to the catalyst
material.
• Excessive engine oil burning, excessive fueling from a defective injector or engine
coolant leaking into the cylinder can harm the catalyst.
•
CNil
llllOll•T •IA\.
Upstream and Downstream NOx sensors
The NOX sensor is an intelligent "Smart Sensor"

with a complex and expensive ceramic element.
• It controls the combustion and exhaust after-

treatment processes, thus significantly
reducing the level of nitrogen oxides in the
exhaust.
• It senses the amount of NOx entering the DOC
chamber and later exiting the SCR Chamber.
~ , .. .. " ·l SCR +CUC I J~' -- - 2:::::!3"'
• Based on a ceramic sensing element that
measures the NOx concentration in the
exhaust gas and transmits the output signal to
.. the engine ECU , where it is used to control the
engine combustion process & exhaust after-
treatment in the most efficient way.
• The combination of NO measurements before
and after the catalysts (along with the NH 3 and
exhaust temperature sensors) is a robust
control system leading to precise control.
.,
... ...
CNil
.,.,. "'
30-05-2014 23
NO" Control
Open loop I Closed loop I Dew point
_,
,~ ,(-
Closed loop
control
Once the SCR chamber is up to operating temperature (240°C \ 464°F), DEF can be
safely injected into the system per engine calculations. This is called "Open Loop".
After approximately 6 to 15 minutes (if catalyst and engine temperature is obtained}, the
NOx sensors will come online and DEF injection will be based upon those (and exhaust
temperature sensors) readings. This is called "Closed loop".
The time delay (Dew point) ensures moisture is off the sensing tips of the sensors after
initial startup. Once reached, the sensing element can be safely heated electrically a few
minutes until ready for operation.
cNii
U••UST• I A L
30-05-2014 24
Zirconia exhaust gas sensors: NOx, NH 3 , Lambda
Basic principal
Platinum
Exh•ust OU1et pl.lunum electrode .....!:-- electtode
(exh•US:l COflllCt)
e o:t- e o2- u
e o>
.
._
e o. Plallnum
Porous cenimk layer
•o. Electrode
Exhaust •o. •o. e o. •o.

The volt• (U} Is proportional to the oxygen concentnitlon
• When a zirconium element is heated up to

300°C a voltage difference is created between
the reference air electrode and the exhaust
Inn., p&wnum ~o:»
{1n contact wtth rtftr~ 11r) gas electrode. The Zirconium element starts
Procec11'Ve tube
to transport (pump) 0 2 ions from one side to
another.
• The voltage difference and the 0 2 current are
proportional to the 0 2 concentration .
•
CN4
I JIDUST•I•'-'·
J0--05-2014 - -- - · 2s.:;;:m
NOx sensor
How does it work?
• Basic principals of the NOx sensor
G-meuured Chamber2
NOxCNO. N01) 02 Pumpad oullldll
,.... N2
o, co co, ,.-....._,, NO' + NO ..-No_. NO
H' HC H70 N' ::.:=.i.~ C02. HzO
Chamber 1
.... 02
1. In Chamber 1, any oxygen present 1n the exhaust gas is removed first.

2 . In Chamber 1, combustible gases present in the exhaust gas are burned.
3 . In Chamber 1, NQ;> present 1n the exhaust gas is replaced with NO.
4. In Chamber 2 . the NO is decomposed by lhe reduction catalyst. and the amounl of
oxygen generated at the time of decompos111on is measured.
Example; 2NO N? • O:>
30--05-2014 -~=-- ~ -~
NOx sensor
How does it work?
Oxygen pumped Oxygen further
t
1nout (ricMean) pulf1>ed out
~t ~11.ry pump
Uainpump
___
Exti.ustgn
_. 0 2 ~
ZIO,
02
Zt01
~ 1~l ppm
-- HC. CO, H2 oxidalion

on Pt electrode 2nd cavity
1st cavity IP
A ceramic sensor made of zirconia electrolyte measures (in amperage) the oxygen ' L -.trig pump
concentration entering from exhaust gas through a diffusion cavity (chamber).
Amperage is proportional to 0 2 concentration . Oxygen pumped out
This measurement to calculate precisely the NOx concentration in the 2nd cavity. proportt0nal to NOx
The oxygen concentration inside the cavity is controlled to the constant
concentration of a few ppm NO•. Other components of the exhaust gas also entering the cavity as HC, CO and H2 are
oxidized at the pumping electrode.
From the first cavity, the test gas (with a few ppm 0 2 and NOx) enters a second cavity where oxygen is totally removed
by an auxiliary pump.
At the measuring electrode, the equilibrium on NO, N 2 + 0 2 is changed by removing oxygen generated by the NO. The
amperage measurement of this generated oxygen represents the NO. concentration.
An ECU provides the power control for heating the sensor element to operating temperature as well as the regulation for
the amperage operation of the pumping cells to determine NO. concentration, air/fuel ratio and a lambda signal is
determined.
The ECU provides the measured gas concentrations digitally via CAN bus to the engine controller.
•
CNt
1••YaT•IA1.
30-05-2014 27
NOx sensor
How does it work?
NO. sensor NO, sensor

1st pump cell ECU ECU
Exhaust gas Exhaust gas
1•1 chamber
2nd chamber
Reference cell Reference cell ' ••. ··p z· "- ' !L__l
2nd pump cell
Engine ECU
•
CNt
l••UaT•IU
30-05-2014 28
NOx sensor
Layout I Handling
12V Electrona
The sensor is very sensitive with regard to water (the ceramic part could crack and/or the
sensor cell may be poisoned).
Any contact with water before heating it has to be avoided.
2 different sensors available to accommodate various machine layouts (12 or 24 volt specific per
application).
• Varying cable lengths and sensor orientation available .
The connector on the module cannot be separated and the length of the cable may not be
modified.
Do not add compound to the threads of the sensor when installing (nor penetrating oil to loosen
it when removing) as foreign substances could enter the sensor ports in the tip and cause
damage.
Always use the correct Anti-Seize paste . Anti-Seize paste is mostly delivered with the new
sensor. (question of conductivity)
•
CN-1
l .. OU• T•IA\.
30-05-2014 - ~
NOx sensor
Troobleshouting
Visual inspection alone is not usually sufficient to determine if a sensor is functioning correctly. However,
the following are considered mandatory basic checks:
• The sensor body should be checked for dents, which are a sign of mechanical shock that can crack
the sensor element. The appearance of the protector tube can give an indication of possible problems.
The lead wire and connector should be checked for damage. Any damage will interfere with the
sensor signal. Due to the fragile nature of the element it is possible for the sensor element to be
critically damaged internally, despite the lack of physical external damage.
When the heating element is damaged, the ECU will normally flag a fault code because it takes to
long before the sensor starts to work.
Another common cause of premature failure of sensor probes is contamination of fuel with silicones
(used in some sealing and greases) or silicates (used as corrosion inhibitors in some antifreeze). In
this case, the deposits on the sensor are colored between shiny white and grainy light gray.
NOx sensors have an air inlet to the sensor backside in the lead, so contamination from the lead
caused by water or oil leaks can be sucked into the sensor and cause failure
With heated NOx sensors, normal deposits are burned off during operation and failure occurs due to
catalyst depletion.
• Leaks of oil into the engine may cover the probe tip with an oily black deposit
30-05-2014 --~
NO_ sensor
Failures
Excessive White or Grey Deposits

Excessive deposits such as these indicates that fuel additives
are being used or the engine is burning oil.
Certain components in the fuel additives and oil can contaminate
the sensor element.
Grommet Pulled Out

The grommet protects the sensor from damage due to water intrusion into the sensor body.
Abnormal tension on the wiring loom is the likely cause of the grommet being pulled out.
The lead wire should be re-routed to avoid tension in the wiring loom
Excessive Carbon or Oil Deposits

Excessive carbon and oil deposits can damage the sensor.
Carbon deposits can clog the sensor and effect its response
time. The cause can be a rich mixture, exhaust air leaks or high
oil consumption due to worn piston rings or valve seals.
I
...~.
~
..: -; _ .
-- - _.
Note:
A plausibility test may be possible (depending upon the length of the sensor lead) by placing
the NOx sensor into the DEF injector port thereby comparing NOx sensor readings to the
NOx calculated values as viewed on the EST parameter screen.
cNii
tW•YaTatAL
30-05-2014 31
Exhaust Temperature Sensors
The DOC temperature sensor

monitors exhaust temperature
entering the DOC helping to
ensure proper NO. conversion &
overheat protection .
.,..,_
-- ..., Olf lnj<'c IOf I mi.,.,
·-- ........... The Upstream SCR I

Temperature sensor is
used to precisely monitor
the temperature of the
exhaust gas before it
The Downstream SCR Temperature sensor is enters the catalyst
one of the main leading parameters for dosing Exhaust temperature for chamber to help monitor
calculation. maximum NO. conversion of SCR SCR Chamber efficiency.
If it is missing or inaccurate, the system cannot process is in a specific range of
determine what's happening in the catalyst & 2so-sso•c (480 - 1020°F).
damage could occur if dosing continued .
•
CMt
Ul•llll lTa lAL
~~~1.f - -- -- ~- 32
10
r-t~-....--SensorGround~---------t--'W\l\r-I
------Doc Temperature Signal 16
SVREF
---Yolt.e
kflH
SCR Downstream Temperature Signal .___ _ ___.

9
Temperature sensors are closed tip, a more robust design than the Tier 4A sensors.
Precise measurement of SCR inleUoutlet temperature, due to:
SCR overheat protection DEF dosing strategy (open vs. closed loop dosing)
SCR-monitoring
• After-treatment heat-up
Dew point detection for NO. and NH3 sensors
5 volts supplied on the pin 1 of each connector to its sensor. The sensors share a common
ground to the ECM.
cNii
U f OUaTWIAL
30-05-2014 . - 33=::::JI

How does the engine controller determine the temperature reading?
Computer
r
Rt
(DCU)
l
I
I
J
Fixed Resistor Usage with Sensors
• Fixed resistors are used in voltage division circuits (R1 and R2).
• The fixed resist R1 is used to create a voltage drop point.
• As the resistance of water (exhaust gas) temp sensor (R2) changes, so does the voltage drop
across R1 .
• A monitor inside the electronic controller measures (senses) this voltage drop in-between the
two resistors and correlates it to the exhaust temperature.
30-05-2014 ' - - - - - -~
Troubleshooting
• Fault codes triggered when the monitor circuit measures (senses) a voltage above or
below a certain threshold .
Since there are 2 resistors in the circuit, the voltage drop is split between the resistors.
The voltage the controller senses will fluctuate as the temperature sensor heats up or
cools down since its resistance will change during these situations.
If a wire to the sensor is "open" or has a loose terminal, the voltage will raise to raise to
approximately 5 volts (over the fault code threshold) and a fault code for an "open circuit"
or "circuit high" will be flagged.
If the wires leading to the sensor become "shorted", then the voltage measured will be
approximately 0 volts (lower than the fault code threshold) and a fault code for a "shorted
circuit" or "circuit low" will be flagged .
Fault code diagnosis involves checking the harness for resistance to see if it has an
"open", or it is "shorted" or has "corrosion".
• Any corrosion (or loose terminals) adversely affects this reading.
• Measuring of the voltage on the 5 volt reference power wire may be requested as well (if no
voltage, then the wire is shorted or the circuit inside the controller is defective).
If viewing the parameter in the CNH base EST program, it will be an excessively
high number "65279" if the circuit between the sensor and the ECM is open.
cM4
Ul•ll•T•IAL
30-05-2014 35
NH 3 (Amonia) sensor
) ~~
-
The ammonia sensor is a smart sensor used for detecting the presence of NH 3 and N02
in the exhaust gas leaving from the SCR catalyst, allowing a more precise adjustment of
the amount of DEF to be injected .
•
CN4 INeW•T•IA ..
30-05-2014 36
Physical Principle
200
-
150
too
(
,,V--- --- EMF : Electromotive force, denoted and
measured in volts, is the voltage developed by
any source of electrical energy such as a battery
or dynamo.
50
I/
100 150 200

NH3 (ppm)
Porous
Protective coating
NH3 Electrode
- N02 Electrode
Reference electrode
TEMP SENSING CELL
---- -
Exhaust
•
CNt
IMOU•T•tAL
30--05-2014 37 -::-.:::::;iJ
Physical Principle
The NH 3 sensor has two electrodes exposed to the same gas. The reference electrode will have NH 3 in
equilibrium with oxygen (in this case most of the NH 3 is oxidized}. The NH 3 sensing electrode has no NH3
oxidation catalytic effect and NH 3 will be chemisorbed to the surface of the sensing electrode and interact
with the oxygen ion on the electrolyte and produce a potential voltage that can be measured as an
electromotive force (EMF) with the help of the reference electrode.
In a traditional 0 2 sensor, at the 3-phase electrode region, charge transfer happens between chemisorbed
oxygen and oxygen ion in the electrolyte. In the NH 3 sensor, the same charge transfer mechanism
happens at the reference electrode 3-phase region. At the NH3 sensing electrode 3-phase region, along
with the oxygen charge transfer mechanism, there is another charge transfer mechanism that happens
between the chemisorbed NH 3 and oxygen ion in the electrolyte. Both mechanisms reach equilibrium and
equal both charge exchange rates by creating an electrochemical potential at the sensing electrode. This
potential is the source of the NH 3 sensing EMF which is measured with the help of the reference
electrode.
The NH 3 sensor is based on the non-equilibrium Nemst electrochemical principle (i.e. there is no gas
equilibrium on the sensing side electrode, but there is gas-equilibrium on the reference electrode). You
use the same gas for both electrodes. On the sensing side electrode, NH 3 is not equilibrated and is
sensed by the electrode. On the reference electrode, NH3 is equilibrated with the oxygen by the
reference electrode and is not sensed. In this way an EMF is generated between the electrodes by the
NH 3 in the gas.
The N02 cell is used to help correct gas cross sensitivities .

•
CNt
IMOUIT•l.AL
30--05-2014 . . 38-:=:D
NH 3 sensor
Amonia slip
NOx Sensor Signal
NH 3 sensor triggers the

engine control unit precisely
NH3 ConcentralJon when NH 3 is in excess of a
specific target range
Target Operating Range
Stored NH3 (in Catalyst)
Occurs when too much DEF has been sprayed in the SCR chamber (limit of 10 ppm NH 3 ).
• The Clean Up Catalyst and NH 3 sensor have been incorporated to control excessive
ammonia slip.
One limitation with T 4A NOx sensor technology was the NOx sensor's difficulty to
occasionally distinguish between NH 3 and NOx which had an impact on the DEF dosing
strategy. Using an NH 3 sensor allows precise control of ammonia stored in the catalyst.
•
CN4
l••Vt T•IAL
30-05-2014 39
NH 3 sensor
Electrical
----- ---- ------ ----lil I .;I~
,,,,
~-· "
c -)
In this Magnum fT8 arrangement, the NH3 & SCR NOx modules, and
the CAN Bus C terminator is located under a panel of SCR Chamber.
~T~~~-
__ E.J .!~_~r ~n~~~·~r
NH) Sensor d
P 6n 1 O e ecr11>tlcu\
Huter
C ontrol ~•·eto r
J
Pin
1
Description
Engine Aux B+ ,. r 2 --
G round for control re:&1st0<
l
:~
~M F. 1
~
...
2 Engine CAN HI
~
3 Engine CAN LO ~~ und _! • ~nat
4 Ground I ,., _ _ ,,,,,· , e EMF t
.11 'V•T'llCle Cont'ledor J2 S...CoMKt.IOn Control resistor =trim resistor Heater frequency= 100-600Hz
CN4
Ul•U•T• t AL
30-05-2014 •O
NH 3 sensor
Sensor Design consideration
-·
~·cable length Sensor Style . ~j

(mm) length (mm) :'.!
,_ -1
I
- Three different sensors with varying

cable lengths and sensor orientation
240 3S 90° Bend available to accommodate various
machine layouts.
SQQ so 90° Bend Sensor's functionality is identical.
S80 so Straight
• None of NH 3 sensor wires should ever be "i1sconnec ed dun g sen~ oper 1

diagnostics are included in the electronic interface to detect an open wire condition and
to shut down all control functions in the event that an open wire occurs. A loss in
connection of the temperature cell wire will cause overheating and damage to the
sensor.
• Battery voltage must never be app ied d1 ·ectly to the heater; in fact excessive
exhaust temperature in conjunction with battery voltage on the heater will damage the
sensor.
30-05-2014 - - -- --~
AdBlue/DEF Quality Sensor (UQS)

Urea Quality Sensor
Urea quality sensor

required by to improve
SCR inducement
'· I H
·-
DEF-tq.
'
I
The UQS is a smart sensor with its own control unit and it monitors urea
content of the DEF being injected ensuring quality.
The sensor uses a Liquid type detection to distinguish if the liquid is
good quality DEF.
Uses (2) measuring modes by heating a portion of DEF and then
measuring the voltage output.
Measuring kinematic viscosity before the liquid starts convecting and
then measuring kinematic viscosity after the liquid starts convecting.
Urea Quality Sensor (UQS)
Sensor outputs of various liquids (not measurable)
1.60--~~~~~~~~~~~~~~~~~~~~~~~~~~~-
Air (Empty)
1.50 -------------------------------- - Diesel Fuel
Swedish Japanese
Gasoline
1M~--------------- ------
41
Cl
us
~
~ 1.30
Alcohol
Cl
c
iii
c
~ 1.20 -- --- • a-
1.10 ---·---- -
1.00
Sensing voltage depending on the liquid
•
OH
l•DUIT•IAL
30-05·2014 43
Measuring the heat conductivity difference of each liquid

A : Heat conductivity
Kind of Liquid Results

Principle Model:
e.g. temp. difference of the pan being heated Large A Low Temp
1) Water
2) low cone.
I
Temp. of urea sol.
Senso ........_ etc.
Liquid
I ~ Small A
1 )Heavy oil, ---
High Temp
2)high cone.
of urea sol.
Flame etc.
<Just start heating, 0 min.> <A few minutes later>
-The calorific value transmitted from heated bottom of the
- Temp. of a pan Is almost the same to
pan depends on the heat conductivity.
liquid temp. right after heating.
Therefore the solution can be distinguished by calibrating
the rising temperature.
CNil
l•DUST•IAL.
30-05-2014 44
Two measuring mode
Short-time Heating
"Unmoving "hqu1d
Sensor Output 1 ..)I.

"Heated but
unmoved liquid" ( >..:Thermal conductivity)
liquid
Long-time Heating
"Moved by natural c
"Heated and
moving liquid"
liquid
We have two operation modes shown above Short time heating reflects "unmoved property" of liquid,
especially for its thermal conductivity. On the other hand, longer time heating generates thermal
convection. The strength of flow is a function of kinematic viscosity.
30-05-2014 45= : 1
.-
! "·~ ~u. .
--0-~-a--;o---u--1
\ID :
I
!. - -·
c ,.
II
!
i
I
The sensor has two small

sensing holes where urea
!:
...__ __ '-----··-···-·---·····-······•-HelII
,
1 clrrult board
enters/exits the sensor.
By using two measuring modes, liquids that have similar heat conductivity can be distinguished.
• Measurements are taken approximately every 20 seconds .
•
CN-1
IMDU STa lAL
30-05·2014 46 - __:_:::]
Minimal fluid level in the tank and fault code triggering
The sensor is installed near the bottom of the tank and is only covered until urea is down
to 5% on the urea level gauge over inclination angles.
A fault code will be triggered when the quality approximately+/- 4% from 32.5 %.
If you are watching the urea concentration signal with the EST when the urea level is low
(below 5%), a valid value may not be seen if the sensor is not covered by urea
(depending upon the angle of the machine). This is considered normal.
Note: If diesel is accidently poured into the urea tank, the sensor will detect bad l
concentration once the diesel fuel that is floating on the urea gets to the level of the UQS.
If diesel enters the UQS, then the sensor must be removed and cleaned or replaced. Clean
with Alcohol.
1Mp0RTANT' It ;, ;mportaol lo p<e-.nt DEF •om eoleMng the fu~ tank " ;1 doeon't
incorporate a magnetic fill nozzle system. If DEF is put in the fuel tank, drain & clean the
fuel tank. DEF in the fuel system will cause major (expensive) fuel injection system
G1 I'
failures.
CNt
1•au1TUAL.
30-05-2014 47
High urea efficiency target: how is it realized?

Chemical overview

Urea Injection
11lennolpl9
Uru + HNCO + NH3
SCR
CUC
HNCO 7 NH3
NH3 oxidation
~
/
NOx, HC,
CO, Soot
T
DOC SCR CUC
......,..'"'
CMt ~ Jo.os.2014 48
T4B High Efficiency Target
How is it realised?
1400 1500 1800 1700 1800

0.96 0,96 0.96 0,96 0 ,95
"O
cu
..2 45 0 ,95
Cl) 50 0,95
c: 80 0 .95
Cl
c: 70 0.95
w 80 0 ,95
90 0 ,95
100 0 ,95
110 0,95
120 0 ,95
The efficiency of the TIER 48 system depends mainly on the thermal control of the catalysts and the
accuracy of the system components.
It is very important to keep the efficiency on a level of 95% or more. TIER 48 legislation demands at
least 95% NOx reduction .
The system maintains accuracy throughout the entire operating range and is robust against variation
and aging of the after-treatment system.
It optimizes urea dosing during all transient running operation to maintain efficiency and lower
ammonia slip risk .
•
CNtIMOUIT•IAL
30-05-2014 - - . - - ~
T4B High Efficiency Target

How is it realised?
1400 1500 1800 1700
"O
cu
..2 45 0,95
Cl) 50 0,95
.:Cl 80 0.95
c: 70 0 ,95 0 ,95 0 .95
w 80 0 ,95 0 ,95 0 ,95
90 0,95 0 ,95 0 ,95
100 0 ,95 0 .95 0 ,95
110 0 ,95 0 ,95 0 ,95
120 0 ,95 0 .95 0 ,95
NOx conversion depends on the amount of stored ammonia (the catalyst acts sort of like a sponge).
With increasing temperature (green area of the chart above), less stored ammonia is necessary to maintain NO,
efficiency.
In order to avoid Ammonia slip but still achieve emission targets, the maximum allowed storage of NH3 has to be
limited at low temperatures (red area of the chart below) since the system is at a reduced SCR efficiency.
However, DEF injection is not stopped as the amount of allowable NH 3 that can be stored increases with
decreasing temperatures and this guarantees available ammonia during transient conditions (when the system
is moving from low-speed to medium/high speed and high torque values).
The exhaust flap thermal management will also be triggered to help in low temp/load situations .
•
CNt
UIOUIT•IA&.
30-05-2014 -- - - - ~ . -- - - - - --~-~
•
CNt
INDUSTRIAL
TIER 4 Final
Thermal management
II
30-05-2014
-CA&Slil
-·-- -·-- IVECO IVECO
ASTaA
IVECO
•u• l/:l,. MAGIRUS /fl'~~
-I
High urea efficiency target: how is it realized?

Chemical overview

Urea Injection
ThennolY9le
UrM ~ HNCO + NH3
SCR
CUC
HNCO 7 NH3
NH3 oxidation
NOx, HC,
CO, Soot
T
DOC SCR CUC
CNil
•
UIDU S T•IAL
30-05-2014 - - - -~ ~ -_ - - --=---= == -_::_. 2
Exhaust temperatures TIER 48 versus TIER 4A
How is it realised?
.
Catalyst
Exhaust insulation
Exhaustgas flap
Exhaust gas temperatures are slightly higher at the same load & speed compared to Tier 4A due to the
addition of the DOC & better insulation of exhaust pipes & catalysts. (Temps expected to be 10-20 • C
higher). In general, all pipes from the turbo to the SCR inlet will be double walled. The DOC and most
SCR chambers will be double walled and insulated as well. The exhaust gas temperature is mostly higher
due the exhaustgas flap that load the engine to reach as much as possible the
•
CN-1
t M•UIT81A &.
30-05-2014 J
Exhaust temperatures TIER 48 versus TIER 4A

Thermal protection between exhaust manifold, turbo and catalyst
Flexible thermal protection

against mechanical stress due
the high temperatures
Notices from the engineering installation manual

One compensation element (flexible pipe between turbine flange and DOC inlet) is MANDATORY !
Changes on the location of the different exhaust components can't be done without changing the
datasets.
•
... .
CN-1
., ., ...... 30-05-2014 4
Thermal management
"lJ
IQ 40
.2 45
Q)
c: 50
Cl
60
c: 70
w 80
90
100
110
120
Developed to satisfy the required 95% SCR efficiency in most conditions .

• Main purpose is to get the system to target temperature as fast as possible & avoid
dropping below it.
• Working temperatures need to be consistently higher than 270°C to reach that target
efficiency (max SCR efficiency starts to drop off below 270°C and falls significantly below
240°C).
• Most operating conditions already spend most time in optimum efficiency range.
However some conditions show significant time below 270°C such as during lower
engine loads or in particularly cold ambient conditions (reading with tractor, light load on
excavator, snow removal}. Operation of the exhaust flap is beneficial in these situations.
cNiit•DUST•IAl,
30-05-2014 • - - - -_ - - ~ _·,:__ • - -- - =-_-::.:___-~- - -
Thermal management
Dosing
Module
SCR CUC
_ _ _ __.
Temp
Sensor
NOx
t 1}NH1
Sensor Sensor
Temp up DOC Target c::::::>

Temp up SCR Target ~ Temperatures to
eFLAP Position
Temp down SCR Target
Exhaust flap position is based upon the readings of the three exhaust temperature sensors
(before the Diesel Oxidation Converter, and upstream and downstream of the SCR Catalyst) .
CNt•
U•DUSTalA ..
30-0&-2014 - . - - --~---- -:: ~
Exhaust flap
Cooled by engine coolant
Required to bring the DOC up to temperature in the cold conditions & anticipate the action
of after-treatment devices by increasing the temperature of the exhaust gas assuring full
emission compliance even during light load duty cycle ..
•
CNt
Ol•YtT•fAL
30-05-2014 7
Thermal Management Capability
Typical steady state SCR temperatures without using flap are shown on the graph below:
Green area shows temperatures where flap is not needed
Yellow area shows temperatures where flap can be used to reach target temperature
Red area shows area when flap can not be used effectively
Indicative steady state SCR temperatures 'SCR temp std conditions'
at various engine speeds w/o thermal management

500
Note that if load isn't
450
constant for long periods of
time (most real life missions)
400 the thermal inertia will
u significantly reduce the
: 350
~
temperature dispersion
shown here
...~
E
300
w
"' 250
u
"' 200 ,
150
o w m m ~ so ro ro w ~ ~
%of engine load
CNt
t t1•Wt T •1.u.
30-05-2014 8
Thermal Management: Activation vs. Operating Conditions
Warm-up mode
270-275°( optimum
temperature
_,
Description I features:
Since the SCR system is below its optimum operating temperature, the quantity of ammonia that
needs to be stored in the SCR to meet the necessary NOx efficiency rate increases significantly.
The exhaust flap (and fuel injection strategy) is used to reach the optimal SCR temperature of
270 - 275°C as fast as possible, by increasing exhaust gas backpressure and consequently exhaust
gas temperatures .
Activation conditions:
• After every engine startup, the system starts working in warm-up mode.
Deactivation conditions:
• This phase is over as soon as SCR temperature reaches 280°C.
• (NOTE: if after 20-30 minutes of activation the target exhaust temperature is not reached, flap is
automatically deactivated).
cNi
UIDUST• I AL
30-0s-2014 ~I
Thermal Management: Activation vs. Operating Conditions

Normal mode
-- -- ---
The flap enters normal operating mode when the exhaust temperature reaches its target value. At this
time, no flap is necessary for maintaining high SCR efficiency. This is the normal operating mode for
most vehicle missions;
30-0S-2014 -_ ~
Thermal Management Continued:
Efficiency Temperature Hold Mode
..
EFFICIENCf ~o\."> •• • •
•
•
• I
••••• •••• ••••••••••••••••• ••

•• •
-·····
•••••••••••
.£••····.........................
. ~--
..
••••••• •• •• •
• .... ..
.
.. . "
The flap is reactivated when the engine is running at a relatively low load cycle and/or in cold ambient
conditions. When the SCR temperature falls below 240°C, the flap will modulate to increase exhaust
temperature at 245°C or above.
Exit conditions:
From efficiency temperature hold mode to normal mode when SCR temperature reaches 250°C or,
after 15min, in low-load conditions where power is < 10% of rated power
CN-1
t•911aT•tAL
30-05-2014 11

Low Power Inhibition Mode
,,.,
Very Low load
D
Activation Conditions:
The flap is deactivated when the SCR minimum operating temperature cannot be reached in a
practical manner even with the use of the flap.
At these very low loads there is not enough energy in exhaust gas to maintain good SCR efficiency
and hydrolysis of the required urea injection.
If the engine remains at this low power level for 15 minutes, then continuous thermal management is
switched off.
As soon as engine load increases, the flap will be reactivated.
In this temporarily deactivated state, the flap will still be used intermittently for preventing other issues,
such as urea deposits formation or HC accumulation as required.
CN-1"'
I M•UaTUAL.
30-05-2014 12
HC Accumulation protection mode
Background:
If the engine is at very low load or left in idling conditions for long periods then continuous thermal
management is switched off and the temperature will fall well below 200°C.
The DOC will not oxidize HCs and will gradually pass towards SCR; some of these will be absorbed in
SCR, thus occupying cells that can't any longer collect NH 3 to reduce NOx emissions.
In some cases, with the engine left at low idle continually, total HC accumulation can be significant.
Risk for final customer:

If the quantity of absorbed HCs into SCR is too high then:
• An increase in load on engine (or even just turning off engine and removing cooling effect of passing
air) can be enough to create a significant thermal event which can cause severe SCR damage;
• Cell that are occupied by HC can't physically collect NH 3 any longer; as resultant effect, SCR
reachable efficiency decreases with consequent risk to be not emission compliance .
•
CN-1
IMOUIT•IAL
30-05-2014 13 -.-:-:::11

HC Accumulation protection mode
Activation Conditions:
• After hours of run time but long before the total HCs accumulated reach a dangerous level, the
exhaust flap is intermittently used.
• Two different s trategies are possible, depending on application requ irements (machine
configurations, safety conditions, etc.)
Countermeasure 1:
Can be used to keep HC under control indefinitely by intermittently raising the SCR temperature to
around 300°C whenever the HC level reaches a critical level. To reach this target temperature, the low
idle speed must be increased during the intermittent regeneration phases.
Countermeasure 2:
• On some applications where the customer needs to be able to maintain the normal low idle speed,
rather than intermittent periods to remove HCs, DOC inlet temperature is set at around 250°C to avoid
further accumulation.
• The critical level for countermeasure 2 is lower than countermeasure 1 and average flap use is
higher, but is done so without engine speed increase .
• ··_-::1
CN-1
U t DUIT•IAL
30-05-2014 14
Thermal Management Continued :
UREA Deposit Protection Mode
By increasing the required efficiency to meet T4B NOx emission limits and the consequent urea injected
quantity, risk of urea deposits in the mixer increases significantly at low temperatures.
In the intermediate temperature range (250-350 °C). this risk is significantly reduced but urea deposits
could very slowly start to build up if temperature never exceeds this temperature range.
Risk for final customer:

By increasing the required efficiency to meet T4B NOx emission limits and the consequent urea injected
quantity, risk of DEF crystallization has increased as well; urea droplets injected in exhaust gas solidify
when impacting walls and mixer blades with consequent pressure drop increase:
Increased backpressure (higher temperatures, worse fuel consumption and risk for engine reliability
Uneven flow distribution of exhaust flow in the inlet area of the SCR catalyst (lower SCR efficiency
than designed)
CNt
t ••U•T•IAL
-· 30-05-2014 15

UREA Deposit Protection Mode
Countermeasures with thermal management:

The UREA Deposit Protection Mode (Mode 3) protects against system degradation by eliminating
urea deposits that could impact urea mixing efficiency and prevent ATS control strategy to operate in
the appropriate way.
A timer is used to monitor the amount of time when SCR inlet temperature is continuously below
350°C and the during which the machine mission is quasi steady-state (when same engine working
point is maintained continuously, frequency of urea deposits creation increases).
Once the timer has reached a value of 6/8 hours (depend on engine/ATS systems), the flap will
modulate until the DOC inlet temperature reaches a value of 450-530°C. The flap is used for
approximately 25 minutes to burn off all incipient urea deposits.
Time between deposits regenerations

The time between regenerations is set through an integral timer that increases if a critical condition is
detected (urea is depositing) and decreases if a safe condition is detected (deposits are melting down
due to high temperature at the mixer).
The timer holds if a non-steady condition at low temperature is detected; in the event of an engine
shut-off, counter is not reset but easily suspended; at the following engine ON event, counter will
restart from latest value.
CNt
t••YSTa1.AL
30-05-2014 16
•
CNt
INDUSTRIAL
TIER 4 Final
Operation of the SCR hydraulic circuit
II
30-05-2014
_ Cont&ns conlldenlial prcprietary and 1rade secrets lnformal>On of CNH lndllslrlal. Any use DI !his WOtl< without expreiis wnn.n consent~
-c:Aa.111
••••• IVECO
aus
l/.:l.. MAGIRUS /fl'~.PT
SCR circuit schematic

Hydraulic and electric
[ [ JT•nk Ltvel Sensor

- EnglneCAH
- DEF 1'1umblng
Electric Wiring
DEF Heater
Similar operation to T4A except

J11111 DEF fluid is no longer circulated
through the injector for cooling.
Terminator
Temp JI
Stnaor
CUC
•
CMt
l • DU S T a l A L
30-05-2014 - ----_- - - - --~ ~
SCR circuit
Working
• EDC17 directs voltage from pin 50 to the supply module connector pin 9. This
will provide power for the reverting and coolant control valves. It will also
provide power from pin 84 to pin 10 of the supply module to control the output
of the DEF pump. Ground is provided from pin 89 to pin 8.
• The pump is pulsed to maintain the 9 bar (130 psi) system pressure (signal
wire pin 3 to ECM pin 7).
L There are 4 main operations of the system:
• "Pressure buildup"
• "Reverting Valve check" (driven by the ECM supplying ground from pin 85)
• "Normal Operation"
• "After-run" (reverting activated for DEF evacuation)
•
CNt
t• DUSTatAL
30-05-2014 3
SCR circuit
Pressure Build Up Cycle: Start Up
• "Pressure build-up" is performed after the

Dosing 11
Module
8"-11
8ial,I
engine is started (and the SCR catalyst is
heated). The pump draws DEF from the
tank and creates flow building system
pressure.
• NOTE: Tier 4A systems started to build
DEF pressure as soon as the engine was
Supply started since the DEF injector was cooled
Module with DEF fluid. The Tier 48 DEF injector is
cooled with engine coolant so this is not a
necessity at immediate start-up.
• The supply pump is driven per the engine
controller instructions and pressurizes the
system to 9 bar (130 psi) .
•
CNt
t•O UITUAL
30-05-2014 4
SCR circuit
Reverting Valve Check
Dosing -
Module
• A reverting valve check is performed (as

well as injector being open during initial
pressurization) per system requirements
to bleed air from the system.
Supply
Module
30-0s-2014 s..:::.:::::::a
SCR circuit
Normal running
Dosing
Module
- • The pump pressure is up to 9 bar (1 30
psi) and when the temperature into the
SCR chamber is 240°C (460°F) or
greater, the system goes into normal
operation and starts injection DEF.
Supply
Module • The dosing valve is pulse width
modulated (PWM) by the ECU which has
full control over the amount of DEF
injected .
... ...•
CN4
._., " 30-05-2014 ~ -~
SCR circuit
After-run (Emptying the system)
• The After-run operation occurs after the

machine is powered down (key off).
Dosing
Module
• The injector is set to an open position,
and the reverting valve and the pump is
Supply
activated in order to evacuate DEF out
Module
of the lines and be returned to the DEF
tank (80 - 90 second run time) .
•
CNt
•••u•T•IA.L
3().()!>-2014 7
SCR Electronic Logic

Start-up I System Operation
At key on , the Supply Module is powered up.

• The ECU verifies the temperatures of Diesel Exhaust Fluid (DEF) per tank sensor,
ambient air temperature per humidity sensor, & Supply Pump module.
• If the DEF is frozen or ambient temperatures are cold, the heater valve is actuated
to start the de-thawing process.
• When the DEF is thawed or the temperature rises above the freezing point, the
diaphragm pump starts pumping to build pressure in the DEF system.
After 15 minutes, the pump is actuated to see if DEF will flow.
The defrosting session will continue checking for DEF flow every 15 minutes for up
to 8 hours (based on temperature below -18*C) continuing to reinitiate a 15 minute
defrosting cycle until DEF flow is achieved .
Pump is supplied when a catalyst temperature threshold is reached and when at
least the upstream Nox dew point is "ready".
• The reverting valve is cycled to purge the air out of the line.
• The Supply Module continually builds and maintains SCR system pressure of 130
psi (9 bar) to the DEF injector.
•
CNt
tW•V•T•l.U.
30-0!>-2014 8
Normal Operation
The Supply Module then maintains SCR system pressure until the SCR catalyst
has warmed to operating temperature of approximately 240°C (428 - 464°F) and
engine load indicates a need to start DEF dosing .
• DEF is injected per engine controller software model (Open loop dosing ).
• After approximately 10 -12 minutes of initial engine startup operation, the NOx &
NH 3 sensors are dried of moisture and then heated enough to sample the NOx level
in the exhaust.
• The 10-12 minute delay to remove moisture is called "Dew Point". The amount of
Dew point timing is different for both NOx and the NH 3 sensors.
• DEF injection is now based upon the NOx sensors actual reading at the tailpipe
{Closed Loop dosing).
• Closed loop dosing is more accurate then open loop dosing due to sensor
monitoring.

After Ru n
At key off, the reverting valve shifts to line purge and the diaphragm pump in the
supply module continues to run for a timed period (approximately 90 seconds).
• This evacuates the SCR system and returns the DEF to the tank.
• This is done to prevent damage to the SCR system should it freeze and also for DEF not
to crystalize within the system
The complete after run of the EDC 17 controller is approximately 180 seconds .
•
CN4
l•OVa T •IAL
30-05-2014 - - =- -.~
•
CNt
INDUSTRIAL
TIER 4 Final
Descript ion of the SCR hydraulic components
30-05-2014
Contains confidential p<opnetary and trade_secrets informaliOn
•
ol CNH lndUS1rial Any use of this wor1I without express written consent _is sllliclly~

a•Taa
IVECO
•u• &_ MAGIRUS /#"~~
AdBleu/DEF supply module
• The new DNOx-2.2 Supply Module Improves urea injection

accuracy and effectiveness with 9 bar (130 psi) injection
pressure as well as reduces urea crystallization
I
I
I
NO,
Hnsor Mn50
DEF ta l
SCR+C l DEF lnJKlOI I ftlUIH
• -=::::.
CN4
ue ouaT•1A1.
30-05-2014 2
AdBlue or Diesel Exhaust Fluid (DEF)
Ad Blue
Water
AdBlue TM is a solution of 32.5% Urea in 67.5% distilled water
The freezing point of ad blue TM is -11 °C.
• AdBlue is not a dangerous substance for transportation, but do to its chemical nature it is
corrosive. Stainless steel, plastic and rubbers are not affected
cN-i
tW•U •T•IAt.
30-05-2014 3
AdBleurM
Storage
• Store between -11 °C (12 °F) and 30 °C (86 °F).

• Keep container tightly closed.
• Keep container in a cool, well-ventilated area.
• Keep away from heat and direct sunlight.
• Do not use an anti-gelling or freeze point improver in your Ad Blue.
NOTE: solidified AdBlue!DEF has an approximately 7 % larger volume than the liquid. Solidified
AdBlue/DEF, which has been warmed up carefully at temperatures not exceeding 30 °C will not be
impaired in quality and can be used as soon as the warmed up solution is free from solids.
Constant ambient storage Minimum shelf life

temperature
Less than or equal to 10 °C (50 °F) 36 months
Greater than 35 °C (95 °F) Significant loss of shelf life:
check every batch before use
Hec:1 · 19 :1ill decompose AdBle1 Ammonia and NOx are liberated
cN-i
1•0Ut1'0IA\.
30-05-2014 4
AdBleu™
Protection and environment
Personal Protective Equipment (PPE) required. When handling Diesel Emission

Fluid (DEF)/AdBlue®, observe the following precautions:
• Always wear approved chemical-resistant gloves.
• To avoid exposure to liquid splashes or mists, always wear eye protection.
• Wash hands, forearms and face thoroughly after handling.
Failure to comply could result in minor or moderate injury.
Keep out of reach of children or other unauthorized persons.
• The contact with the eyes or the skin provokes irritation;
• Drinking a small quantity AdBleu will not quickly result in symptoms of
poisoning. Drink water or milk after drinking AdBleu.
• Avoid inhalation of AdBleu spray and hot vapor.
Ammonia DEF & ammonia Ammonia

•
CNt
t •DtUTalAL
30-05-2014 5 - ~
AdBleurM
Caution
• If any DEF/AdBlue® spills or contacts any surface other than the storage
tanks, immediately clean the affected surface with clear water. DEF/AdBlue®
will cause corrosion on painted and unpainted metallic surfaces, and may
distort some plastic and rubber components.
t )
Protect especially electric wiring and connectors.

AdBleu creeps deep into the wiring .
•
CNt
l•DUI T •IAL
30-0!>-2014 6 __ _:__:::)
(?)
1. Main AdBleu filter cover
2. Denox 2,2 harness connector
3. Bleu - Inlet serviceable screen
©. 4. Green - Coolant "In"
"'. 5. White - Backflow with check valve
6. Coolant out
7. Black - Outlet to injector
8. Heating plate
9. Case
DEF Hose connections are different sizes.
Engl,.puk
/ Engine type power

DNOll
®/
@
- NEF4
HEH
CW-I ...,,.""
Al
All
7.2 ......
7.2 ......
1.2 ......
® Cursor II Above 270kW
---- -- 12 0 kg h
Cursor 11
Cursor 13-sst
CurSO< 13-2•1
All I 12.0 kg h
Three supply modules available that aren't interchangeable Cursor 16-sst

All" 12 0 kg h
Cursor 16-2st
Each supply module is exactly specific (flow & voltage) for its -
"Tobe_lho_,_5'0-_
~
application. (Table to be confirmed)
CMI•
I M•USTelAL
30-05-2014 7
The DEF supply pump module consists essentially of a membrane pump that recovers the
DEF from the tank and delivers it under pressure to the dosing module. It contains a filter
(10 micron to clean the DEF of any impurities} and a reverting valve for evacuation of DEF
upon engine shutdown.
The engine controller (EDC17) drives all dosing calculations and injection leading to a
robust system.
All fault codes will be in the EDC17 unlike T4A (in the Engine or DCU15 controller}.
The T48 supply module is driven with 12 or 24 volts (T4A was 24 volts only}.
It is equipped with a heating circuit (connected to the engine coolant system} in case of
low temperatures preventing the freezing of DEF.
DEF injection varies based upon engine operating conditions and signals sent by various
SCR sensors.
Hydraulic capability
Normal circulation and no injection Average 8 kg/hr (18 lb/hr)
Maximum with the small urea injector Average 15 kg/hr (33 lb/hr) ( 8 kg/hr (18 lb/hr)+ 7 kg/hr (15 lb/hr))
Maximum with the large urea Injector Average 20 kg/hr (44 lb/hr) ( 8 kg/hr (18 lb/hr)+ 12 kg/hr (26 lb/hr))
oH
. . . . VS,•IAL
30-05-2014 8
Coolant
DEF baddlow
(Supply Module 7 tank)
DEF outlet
Revertln& va~
(Supply Module 7
(4/ 2 Way valve)
Oosinc Module )
Membrane
pump Pressure sensor
Tem~rllture sensor
Main filter
30..os-2014 · - _ _ - o:::::;:m

Electrical troubleshooting
Pin Function
2 DEF pressure sensor power supply (+SV)
3 Pressure sensor slgnal
4 GND pressure sensor ground
8 GND Diaphragm pump ground
9 Diaphragm pump power supply (+BAT)
10 Diaphragm pump PWM signal
11 Reverting solenoid valve
12 Reverting solenoid v alve
• The Supply Module cannot be open for diagnosing. Testing is only possible between the
engine controller (see ECM for pin outs) and supply module connector. Rarely is a
supply module defective electrically.
Electric power requirements of DNOx-2 .2 SM - 7.2 kg/h :
• 12 Volt systems: max 3700 mA @ 14 Volt battery voltage
• 24 Volt systems: max 2750 mA @ 28 Volt battery voltage
• "=::::iZI
CNt
'"owtT• t•"
30-05-2014 - - ,0
Pressure build up Troubleshooting
Supply module issues generally evolve around the lack of DEF pressure which occurs if
there is leakage on the supply lines (drawing in air) or plugged pre-fi lter or main filters
(blocking DEF flow to the pump).
If air ingress is suspected , perform a visual inspection. If this does not uncover any
issue, try a different container of DEF & feed line to verify if pressure can be built. If so,
suspect the WEMA seals or crack in steel feed line.
• For plugged filters, visually clean or replace and run the EST "Urea Dosing System Test
(UDST)" to verify normal operation.
·.-.... "
"
.:
Urea Dosing Svstem Test (UDSD
-·w
"' I
-..
......
~.
Provides a visual graph and text describing

the pressures, duty cycles, and operation of
components during the test. It will display a
"Pass" or "Fair at the conclusion of the test
and well as diagnostics.
.
.. ~· _. • -. .. 11
·--
... • t• •• 11 1 t• •• N lU
CNt
UtllV I T•l..U.
l0-0'.>-/01' 11

Pressure build up Troubleshooting
The UDST Is used for:

• Validation of correct installation and connection
of individual components of the DEF dosing
system
• Validation of correct functioning of components
• Validation of ability of dosing system to inject
• Check for blockage of piping and component
Examples of typical UDST failure modes
Suction line: Heavy leakage

Suction line: Partial blockage
Backflow line: Fully blocked
Pressure line: 'Medium· leakage
Pressure line: Fully blocked
•
CN4
1•11v1T•t1tir..
30-05-2014 12
DNOx 2.2 Supply Module Pump Flushing Procedure
CNH Fault code 19550 (FPT OTC 4B8A)
,'' ------------------- ----------~

' '
I
'
I
'
(C)
0
..
Ad-Tonk
•
CN4
IM OVST•IAL
30-05-2014 -- - _ - _ _ _ ·- _ . _:-.==. -=~I
DNOx 2.2 Supply Module Pump Flushing Procedure

CNH Fault code 19550 (FPT OTC 4B8A)
Should CNH Fault code 19550 (FPT DTC 4B8A) occur, it indicates the supply module does not build sufficient pressure
for dosing. The following procedure is necessary to perform for the correct diagnostic and repair action. This procedure
includes an inspection of the supply module filtration system and a flushing procedure.
Fill the flushing reservoir (A) with one gallon of distilled water or de-ionized water and apply pressure to the reservoir to
fill the supply tubing with water. Attach the tubing to the inlet connection (B) of the supply module & carefully clamp the
tubing with a worm gear clamp.
Place the flushing reservoir catch pan (D) slightly below the supply module and pressurize the flushing reservoir to 14
Kpa (2 psi).
Use the EST to start the UDST test to start the supply module pump. You will note at the start of the UDST test that the
reverting valve will actuate briefly, which may push water that is inside of the supply tube back toward the reservoir.
The reverting valve will shift again. Normal system operation should occur with the pump pulling water from the
reservoir (water should drain from the filter cavity of the supply module while the pump runs). This indicates that the
pump is capable of pumping water. With the pump operating, the compound gauge (C) that is teed into the inlet fitting
of the supply module should drop from 14 Kpa (2 psi) to approximately -13 Kpa or (-4 inches of Hg) vacuum.
Complete the UDST test three times. Watch the compound gauge to see if there is a vacuum on the reservoir. Water
should also drain from the filter cavity. Re-fill with water as necessary between tests.
If water flows from the filter cavity and you observe a vacuum during pump operation, the operation of the supply
module is correct.
Install the new main filter for the supply module and re-install the supply line from DEF tank.
Install new DEF. (Do not reuse the old DEF that you drained from the tank).
NOTE: If you observed heavy contamination during the inspection of the filters; drain, clean, flush, and then air dry the
DEF tank.
When the tank cleaning process is complete, reinstall all connections and re-test the system using the UDST test. Run
the UDST twice . Ignore the results of test number 1. Test number 2 should have passing results. If test number 2 fails,
replace the supply module.
After a successfully test, verify system operation by running the "SCR Fault Repair Verification Tesr.
CNt
IMOU• T •IA1.
30-05-2014 _ - ~I
Dosing Injector Module
OEF~
....,_
Di:F la'1l
iojKtorlmia"
\
\
'\ Coolent connector
\
DEF Injection
pressure: HHt Shidel
ElectrQI
9 bar {130 psi)
connector
Coollnc ad.pter
CN4
l•• u aT•tAL
30-05-2014 1"
The dosing injector module is a normally closed valve controlled by the engine controller.
Its function is dosing the DEF solution into the exhaust pipe upstream of the SCR
catalytic converter.
It is mounted onto the exit portion of the DOC and is connected to the engine cooling
circuit for constant cooling. It is PWM driven by the ECU through pins 96 (ground) and 23
(system voltage) .
Because the injector is constantly cooled by engine coolant, it is no longer necessary to derate
the engine upon start up in extreme cold weather.
• A steel gasket must be installed for proper heat shielding .
The DEF feed line will have a large loop above the injector that helps with system evacuation
(the injector is open for the full 80-90 second process during evacuation).
Two dosing modules are available and are NOT interchangeable.
• Two flow sizes. 12 Volt and 24 Volt dosing modules are the same. The supply signal is different.
DM 2.2 DM 2.5
Steel gaskets heavy duty cooling Steel gaskets

standard cooling
~~. ~
•
CN4
1•euaT•IAL
30-05-2014 16
Features
120° angle between holes
I~
Fl!Ur
of flltef mateml from plaStic lo melal
DEF flow increased & system pressure has been increased.

• Injector spray holes increased from 1 to 3 (120° angle between holes) with a reduced
droplet size increasing atomization & mixture into the exhaust stream.
• Each dosing module is specific for its application.
Dosing module 2.5 is based on OM 2.2 with enhanced cooling passage design.
It has increased temperature robustness so can handle more exhaust temperature (per
application).
•
CN-1
I MDU STa l AL
30-05-2014 - - ~ -~~

Mounting
Coolant
Gasket is deformable and can only be used once

• Potential damages if reused :
• Leakage of exhaust gas to ambient
• Over-heating of dosing module
• Irreversible Dosing Module hardware damage
• Some applications may have an add itional
ceramic triangle washer or reservoir tank (or both)
for additional cooling upon a hot eng ine shut down
Coolant lines positioned in a raised posistion to help

with cooling. If the dosing module is the upper point of
the coolant circuit a small coolant reservoir is added.
It is strongly recommanded to respect the location of
the coolant pipes .
•
CN-1
I MOUtT a lAL
30-05-2014 ~
osing Injector Module
Troubleshooting
Engine
control
LSO (GROIJllD) 'S:
x.,..,....
~L:_:::;::_
0
X-9110-1 ~
=~
' Y-9103
D<f oom;
0 >W1'f
unit HSO (SUPPlY)
• Electrical Troubleshooting:
Involves verifying wiring condition from injector to the Engine controller. Voltage is PWM
driven; power via a high side driver (pin#2) & ground provided by a low side driver
(pin#1 ) by EDC17.
Visual testing:
The injector can be removed and tested with the EST UDST test for a visual check.
During the test, the injector will have an atomized spray from 3 holes for a short period of
time. If it does not, suspect it is plugged. A light white crystallization deposit on the tip is
considered normal. Hot DEF fluid can cause deposits to build up causing blockages in
the system. With a T 4A system , heavy deposits were a sign of poor DEF quality. The '
T 48 DEF quality sensor will be able verify quality continuously.
CNt t••V I T•IU

30-05-2014 19
AdBlue/DEF tank
The general concept and basic requirements for the DEF tank components are similar to
Tier 4A.
It contains the heating coil assembly and DEF quality, temperature, and level sensors.
The magnetic fill system continues to be utilized and will automatically shut off the
refilling process to help prevent spillage, and to leave room for expansion.
• The DEF fill nozzle is much smaller than the normal diesel fuel fill nozzle to ensure that only
DEF is poured into the DEF tank.
It continues to have dead air space to allow for expansion due to DEF freezing.
oH
lllteVIT • t AI.
30-05-2014 20
AdBlue/DEF tank
On combines
•
CNil
1• D&t•TalA L
30-05-2014 - 21 -::::JI
AdBlue Level I Temperature sensor

Trouble schooting : CNH fault codes 19813 & 19298
Engine coolant inlet (blue clip)
DEF intake suction pipe
0
Level/T sensor
DEF return from

supply module
Coolant outlet
(white clip)
Defective seals or a cracked tube can cause DEF pressure issues (or possibly coolant leaking in the DEF
tank) .. SCR fault codes 19813 & 19298 will be displayed due to failure to build DEF system pressure
(engine derates due to air in the DEF system). All T4B units will have double bushing seals.
• To test, pressurize the tubes with 10 psi air while holding under water and look for air bubbles.
• Bubbles appearing while pressurizing the small tube will affect the Supply modules' ability to build
DEF pressure .
•
CNil
l•DUS T •IAt.
30-05-2014 . - ·- - · - -- ~
Part of the WEMA assembly
The return pipe has to end

in the air slot of the tank,
because the venting
(cleaning) of the system
when the engine is
shutting off.
Note: Some applications do not have the vent in the top of WEMA
assembly (It's vented off a port on the tank). Midrange combines
also incorporates a filter on the vent line due to high dust.
The WEMA* System senses DEF temperature and level.

It consists of a series of resistances, a float, an NTC temperature sensor and aid heating
coil in case of low temperatures.
DEF lines were revamped due to update of the coolant control valve (engine coolant is
used to cool the injector instead of DEF).
• WEMA is the producer of the heating coil with Ad Blue level and temperature sensor
Dozers will have the UQS installed in the WEMA assembly

•
CN4
l .. ltU•T•IAI,.
30-05-2014 23

Working
llegMtic-er
•
'" " ""'_J~----~
,,. , _ 1· · (' 1"-~--~...
The ECU monitors the DEF tank level and temperature to determine the tank fluid level and temperature.
Level is determined by the position of a magnet in the sensor float.
If the DEF level is low, a message will be displayed for the operator, and/or reduce the engine power
level.
The temperature sensor is at the end of the internal green circuit board and helps determine when the
Defrosting cycle becomes activated for heating of frozen DEF.
If the DEF temperature is low, the DEF heater valve will be activated and the engine power level may
be reduced.
Engine coolant begins flowing within the heating coil once the Coolant Control Valve is activated to thaw frozen
DEF.
CN4
t ••V•T •IAI,.
30-05-2014 24
Working and testing the sensor
As the float raises and lowers, it will OPEN/CLOSE the switch for each resistor "Rx",
changing the resistance from the supply to the return connections. Example: "LOW ' tank
level will go through one resistor providing a LOW resistance; which will provide a high
supply line sense voltage .
''
'
Kvoill i-.1 lt:Z -----.., Ra
\
lllnk level 1 ....
, --+-E3
--t-J......-+E3-+-J.-T-1E3---+-"-<
.mo 100 100
J.
, ···· ·· ··· 100
,,.,,, rwN """" miN
UI QJ UJ ~-
--+---~ 2 ___ _
commonG"lD 2 - - -- -
Temp
one
sensor
Te mpe ratu~ 3
30-05-2014 - - ~-~

Trouble shooting
Connector
Connector 1
DEF return to 1 · Tank level
2 · Tank Ground
tank tube
3 · Tank temp. (65"F 1.3 K 0)
DEF pick-up
DEF level Reading
tube
58mm 91 Ohms pty)
79mm 601 Ohms
Coolant outlet
lOOmm 1.111 K Ohms
142mm 2. 131 K Ohms
205mm 3.711 K Ohms
Coolant inlet
250 mm 4.631 K Ohms
tube
350mm __..§: 671 K Ohms
500mm 11.551 K Ohms
DEF level sensor
600 mm 14.351 K Ohms
DEF Temp > 650 mm 16.000 K Ohms II)

sensor •varies per machine
•
CNt
INDUSTR I A L
TIER 4 Final
Heating, cooling the AdBlue circuit
II
30-05-2014
-c.as.111
ASTaA
IVECO
•u• U.::,,. MAGIRUS lf"'~PT
AdBleu/DEF heating system

Standard on the most machines, optional on combines
3/2 valve
• On the most applications Ad Blue/DEF heating is standard.

• On other applications it is an option. In this case only the DEF injector is cooled.
• The complete heating system consist of a coolant control valve, a Ad Blue level
sensor with heating coil in the AdBleu tank, a cooled AdBlue injector and pipes.
• The supply module is the same. By the non heating option the coolant
connections are plugged .
•
CNil
l •O..,• TlllAL
30-05-2014 - -~ ··~
Coolant Control Valve
q~~~~r .I. . .
•! =
: :1
lllledu'.t
I. - I - .~·'-i, --
1 Velve Solenoid & Comectlon. X612
2 Inlet Port Note: Valve is directional, if the coolant flow
3 By.P- Port for Ooeiflg lnjeaot through the valve is reverse (hoses hooked
~ up incorrectly), the valve will be damaged.
4 Outlet Port few Slllil""' Defreeze
The coolant control valve is a 3 port, 2 position solenoid valve that heats the DEF tank, pipes, and supply
module with engine coolant.
An additional port (3: bottom) has been added on the coolant control valve for continuous coolant flow
to the DEF injector.
Upon activation by the Engine control module {during cold temperatures triggered by temperature
sensors in the DEF tank, DEF supply module or ambient air), engine coolant is directed to the DEF
tank heater coil, supply module and the DEF injector.
•
CN-1
1a•U•T•IA4
30-05-20, 4 3
Coolant Control Valve

Diagnosis
.. •te•nw.w ca.n~-. .- - - - - - - - - -
... _ ..,~......... '; cil o{~
Involves verifying system power, and harness condition. System voltage is provided from pin 50 of the
engine controller and ground is supplied by a low side driver on pin 72 for activation .
r- ''~,
~
'?
Fault code 19325 is logged when DEF temperature is excessive. Ensure the coolant control valve is not
allowing engine coolant to flow to the tank during warm temperatures.
Common cause is coolant lines are installed incorrectly or the coolant control valve is not sealing
correctly causing the DEF to overheat.
Test by blowing through the inlet while holding the bottom port closed. Air should not be flowing
through the side port.
cNii
t •OU•T•IAL
30-05-2014 4
Coolant circuit
Normal operation
Engine coolant is continually circulated

to the DEF Injector after engine startup.
Coolant
control
vave
30.os-2014 ~- s-==:::11
__
Coolant flow
Cold weather operation
At cold temperatures, engine

coolant flows to the DEF tank, on
to the supply module, then to the
injector and returns to the engine .
•. ''
~
In cold weather conditions, the DEF supply module is heated, the DEF/AdBlue pump is running and
DEF injection is possible.
In freezing conditions the DEFI Ad Blue pump isn't running, only the heating is "On". We are in the
"Defrosting cycle".
30-05-2014 - -_ - ~ ~
Urea Heater Control
Defrosting and Heating cycles
In cold weather conditions, the DEF supply module is heated, the DEF/AdBlue pump is running and
DEF injection is possible. We are in the "Heating cycle".
In freezing conditions the DEF/AdBlue pump isn't running. We are in the "Defrosting cycle".
After 15 minutes after engine startup, it will activate the pump and try to build DEF pressure.
If it is not able to pump, it will go into another 15 minutes and then try again. If not defrosted after, an
inducement begins (unless below -18 °C (0 F).
The EPA has an allowed extended defrosting time (injection is not required) for up to 8.5 hours when
DEF temperature is below -18 °C (0 F) and SCR chamber temperature is below 160 °C (320 °F). The
system will not attempt to build pressure until downstream SCR temperature is 150°C.
Defrosting _JL Heating

- -
Signal Threshold Signal Threshold Comments
On Off On Off
C1 SCR_tUtnk < -10.0 ·c >-8.o ·c C1 SCR_t < +15 ·c > +17 ·c Urea tank temperature (water
T. UtnkT. heated I cooled)
C2 SCR_tSMT < -4 ·c >-4 ·c C2 UHC_t <-2 ·c > o·c Supply module temperature
Flt EnvAir (water heated I cooled)
C3 UHC_tEnv Timer. As soon as state C3 UHC_t < -2 ·c >O °C Ambient temperature

Air UHC_tiC3Dfrst Metctl is reached EnvAir
_CUR
•
CN4
t••UIT•U•L
30-05-2014 7
Urea Heater Control

Defrosting and Heating cycles
Insulation hose
I Adblue;OEF hoes I
I ~wat:rp~J
Engine coolant chamber
on the supply module Section of coolant heated Ad Blue/DEF hose
Defrosting State
• DEF Pump is not running to avoid damage of system components ( ... eg. membrane of pump ... ).
• Pressure testing on 15 minute intervals to determine system is defrosted .
• System is heating up until DEFROSTING OFF thresholds view chart previous slide) for all heating
circuits have been reached. Even if the thresholds aren't reached the system will try to start up after
68 minutes. This is done to check for tampering of the system.
Heating State
System is starting up and building DEF pressure.
DEF Dosing can begin .
Heating of components is continued until HEATING OFF thresholds (view chart previous slide) have
been crossed .
•
CN-1
UIDUIT . . AL
3o-OS-2014 8
Measures token for hot engines shut off
Avoiding coolant damp bubble around the AdBleu injector
• Position of the pipes are well studied and mayn't be changed. The coolant inlet line normally coming
from the bottom. Coolant outlet port is mostly connected the raising line.
• Position of the dosing module coolant connectors are never 100% horizontal or 100% vertical to
promote the air bubbles escape during hot shutdown.
Extra cooling reservoirs on CCM tractors

Dosing module is the upper point of the cooling circuit
• For concerns with a hot shut off of the engine. It is a reservoir for engine coolant that
can be boiled off if need be when the exhaust is very hot from working the engine hard
and then quickly shutting it off without idling to cooling down (saves the injector) .
•
CN4
l .. DUa T•IU
30-05-2014 .. . . --~ . - .. . . - ~
•
CNt
INDUSTRIAL
TIER 4 Final
Maintenance of the SCR hydraulic circuit
30-05-2014
-·-- ..::.::::. IVECO IVECO

AST•A
IVECO
•u• fAl. MAGIRUS /f"!"°~
Filtration of the AdBlue circuit

Maintenance
Some applications (such as

Dosing ln)«tor with combines) will
modu~
Incorporate a larger pre-
filter.
t ~ -· -----
Prr
l
-/ Tank Prttilet
2
' - ' - -" Cl 9........-

•
Optional Vent filter 10 micron
.--- -l
' )00lftlst --- ---
t
....
~
Ripply module
.....,filter
'>10 micro
~ J';!:' too
--- --- ---
Optional Filter within
micron
DEF (Mbluel Tank sender 70 micron
30-05-2014 - . - - --- - - - - -~- - -- - --- - - -- - ~~

Filtration of the AdBlue circuit
Various filters
Component I'unction Service-Requirement I Comment

Tank Pre-Filter No regular MMC•
~ Protects t.nk during filling planned (C1uning, if
(100µm) required)
SM Pre-Filter ProtKt SM from dirt Cleaning Qevery Oii
(100µm) coming from tank change Interval
SM Inlet-Filter Prot.ct SM during 1st start- No regular MMC• Ve limited filtration

(100 µm) up
p!W\ned (R•s>tac•m.nt.
if required) 1 SU
:l,,Ce
SM Mein-FitWr
(1 0 µm) I ProtectOM
Otf.filghway: before 2
years or before 3,eoo
worklnghoura
1
SM Backflow-
Falter (100 .,m)
I Protect throttle in beckflow
connector from dirt coming
from pressure ftne or dirt
No r9gular Mrvic•
pla.nned (Replacement.
Ve limited filtration
:l
introduced during change if required) 1 au ace
of SM Main-Fitt.r
CNil
1••u• T•IAL
30--05-2014 3

Optinal filtration -strainer filters
Snell IOClrniaon Fllter (Wlndord Smoll 70m1cron Fitter (stmdJrd

houslllg) I
84104563 ' holMlg)

47651818
Urea line filters @ 70 micron
~
Vent filter 10 micron
i:
I
Inlet stramer I 00 micron 30 Filter within Sender@ 70 micron
Not on combines because of the pressure

drop in the AdBlue circuit
....,.,....
cNii \.
30-05-2014 4
Filter replacement
-- ., - •
1. Remove the filter cover.

(Required tool· 27mm wrench ace DIN3124 / ISO 2725-1 )
"'
~
.
:. ..
~ ~
~
2. Remove of the equalizing element
D
4, Choose the correct side of the Tool #5801667:

(with replacement filter)
3 Check colour or the filter Inside (Grey°' Black I
Insert this side d

ftlter Is Blad<
j Insert this side d
ftllerlsGrey
5. lnoert edge oomple1ely ecconllng to lhe fi~er cclour un1ll e "cl•cl<"
Is felt. °' helld, lndlC9dng lhat lhe tool ls oomplelely Inserted
•
CNt
tMOUST•IAL
30-05-2014 5 .:___=:JI

Filter replacement
Note: protect filter chamber from contamination and particles
7. Clean functional surfaces with water only
8 0.1 lhe 0-Rlngs end ossembly ,,_ fi~er (RB re<lOmmended ool is Mobil
6 Pull out Wl1h hand (Insert • tool on slot 10 help ~ ne<esury) Veloate No ti Other lub<lc<lnts may be used but at lhe customers °""
nslt 1
,~
·~ \~'Y-"~ •
20Nm \ s
'
10. Mount the fitter OOYef with 20Nm ::t5
9. Assembly of the nl!W equalizing el -ent (ReqUlred tool'. 27mm wrench acc. DIN3124 / ISO 2725-1 )
CNt•
UfOUSTalAL
30-05·2014 -~ - • - - ·· ~-.::::. -- - -~
AdBlue: Long Storage Guidelines
Storage of a machine less then 4 months
After a correct shutdown (entire after-run procedure performed) the vehicle mounted Supply
and Dosing Modules can remain in a deactivated status for up to 4 months under following
conditions:
Evaporation of the water portion of residual Ad Blue/DEF inside the tank must be avoided
Recommendation: drain off the tank to remove any debris and refill it with fresh
AdBlue/DEF up to maximum level
Ambient temperature to be kept within 25°C
For ambient temperature >25°C is necessary take in account Ad Blue/DEF shelf life
according to table below
Do not disconnect any electrical or AdBlue/DEF/coolant connectors
Constant ambient storace temperature Minimum shelf life

("CJ [months}
-s <·c s 10 36
s 25 18
S 30 12
s 35• 6
b
> 35
Prolongttl transportation or storage above 25"C to~ avoided to prevent AdBlue/DEF decomposition
0
b Significant loss of shelflife: check every use before use
CNt
l••VS T • tAL
30-05-2014 7
AdBlue: Long Storage Guidelines

Storage of a machine more then 4 months - Winter storage
When exceeding the 4 months shut down period:

perform a complete after-run procedure
drain off and fill-up AdBlue/DEF tank with fresh AdBlue/DEF (if possible)
At least fill-up the AdBlue/DEF tank with fresh AdBlue
remove vehicle fuse for DENOx system in order to avoid vehicle battery consumption
At the first vehicle reactivation:

plug in vehicle fuse for DENOx system ;
change the main fi lter on the Supply Module (in case of a standstill > 4 month);
wait until the main relay of the ECU is deactivated (dependent on application);
perform an UDS Test (or any alternative place vehicle under enough load to start
AdBlue/DEF injection into the exhaust).
If failure occurs:
perform a flushing procedure;
perform UDS Test (or any alternative or any alternative place vehicle under enough load
to start Ad Blue/DEF injection into the exhaust).
CNt
1• • t1tTatAL
30--05·2014 8
Home made AdBlue
CNt
I M•US'TalAL
30.()5..2014 9 _ =:::;]
•
CN-1
INDUSTRIA L
TIER 4 Final
Selective Catalytic Reduction Warnings and Inducements
II
30-05-2014
Contains eonlidenllal proprietary and trade secrets 111fcnnation of CNH lndUSlrial Ally use of this wor1< w1tl10Ut express wntten consent ii SirictJii~I
-
CA.-111
ASTaA
IVECO
•u• fA MAGIRUS If#"!"'~
Diesel Exhaust Fluid warning
The fuel system, exhaust after-treatment , and engine are designed and built to
government emissions standards. Tampering by dealers, customers, or operators is
strictly prohibited by law.
'll"'Failure to comply could result in government fines, rework charges, invalid

• ~ ' .' , - ,.J J • , , I • i :
,. r
-
~
~ • ... •11 ._.. - - • ~ - - - __ _..,,r. .

.
The machine is equipped with a warning system to inform the operator of the DEF level,
system malfunctions, and engine power loss that may result from the SCR systems inability
to reduce exhaust emissions.
cN-i
IMDUaT•IAL
30-0S-2014 2 .- =::I
SCR and AdBlue instrumentation warning
Warning lights and indicators will be illuminated on the

visual display accompanied with audible warnings in
case of: [
[ '\ '\ l'liE
~ ['\
• Low AdBlue/DEF level ~ (
Poor Ad Blue/DEF quality

• Technical faults
l AG version I CE version j
During normal operation, the instrument
c luster provides a visual display of the
AdBlue/DEF level at all t imes
cNii
U••UIT81At.
30-05-2014 3
SCR and AdBlue instrumentation warning
'. ...,,.-.
-·-~
Engine power loss occurring .
...-1-)>
-) SCR failure
S~P I Engine stop ao Low DEF/AdBlue® level
!:J>
/\AN-
DEF/AdBlue®
I 0 Warning/Fault light
e Stop engine light
Reactions of the system for Low Ad Blue level

=1
10.,, ----~ -- Oriver wamingactlvated
-1hr l
l
5.,, __ 65.,, Torque reduction and 40'1. Speed limitation
immediately ramped vi Within 40 mmutes
-11v Empty Engine commanded to Kile
- - 1mmedlately ramped in wrth1n 30 mmutes
ReseMI for cooling DEF dosing module only

• I
CNt
• ••V&1'11AL
J0-0s-2014 4
Inducement
Up to 4 steps
Type of Reaction is the same for all categories. Only the time to reaction differs
• The inducement levels provides for machine mobility while preventing work
functionality.
• Operator warnings include an indicator light, a text with Icon visual warning,
and an audible alarm.
1. Driver information Warning lamp activated
2. First step 25% torque reduction

Immediately ramped in, 20 minutes
3. Second step 65% torque reduction , 40% engine speed

reduction Immediately ramped in, 40 minutes
4. Final step Limit to 50% of maximum engine torque at

Machine idle Immediately ramped in, 30 minutes
•
CNil
l•D"ST•IAL
30-05-2014 5 -=-.::::::::::::.'
Inducement
Low AdBue/DEF level inducements
D
,/:> J>,
OCFIAdBlu. O&l'IAcMllu.
LEVEL LEWI.
LOW VS:RYLOW
Driver Warning Second Step Final Step
--
'°""' j
:'
''
High Idle
Engine
'
.'''
i.
.
-
commanded
7 °"'
''
to low odle
·--
1.
wrthon 30
so-.
m.nut••
.''
,_..
40!<. '
"''
""" .'''
65" Torque Reduction
201.
IO'fo
No enalne power k>u
- 1.! 60K M Reductton
Ramped In within
40 minutes
°"" '
< 10% <5% (- 1 8% considered emp y)
NOTE: In the graph above: 0% denotes ERPM at low idle typically 850 to 900 erpm, this may vary for different
applications. 100% denotes high idle typically 2000 to 2200 erpm, this may vary for different applications.
Final inducement step is a limit of 50% of maximum torque at machine idle.

[ Warning starts @ 10% remaining DEF approximat ely 2 hours before depletion of DEF in tank.
30-05-2014 - - - - ~
Inducement
AdBue/DEF Quality
DEF concentrations outside the allowed range of 32.5% ±4% are now detected
(too low and too high DEF concentration will be detected)
DEF quality sensor is always active (except when DEF is frozen) sampling
every 20 seconds.
• Primary issue is intentional dilution or substitution of DEF with water.
• Secondary issue is attempting to make DEF with agricultural-grade urea and tap
water.
Final inducement (machine idle, with 50% max torque limitation) after 4hrs
after detection of poor DEF quality. This should provide enough advance
warning to avoid unsafe conditions and allow for diagnostics and restart after
replacement of DEF.
•
......,......
CN4 30-05-2014 7
Inducement
DEF Quality Inducements
Correct DEF refilled

DEF
Concan1111tion
11"1
High •fficlency Ar. .
+•x
32.5
-•x .,. .- -- - ....

NOx emlulon limits u cffd9d,
I Low •trtcl•ncy I
TKM / [minl
Corr.ct Off adMd
Poor quality DEF refilled
DEF
Concentration
11"1
32.5
+•x
High •ff'i clancy Ar. .
--¥·-· ·--·-
:
*
Poor qualltydatectecl and
F•ilure ••t
-·· V..... ·--- ....

NOx amlulon limits ucffd9d,
I low •lficlency )
Tlma/[minl
Poor DEF added
'x Typlally +1- 4% of ab50lute concantratlon

•
.....
CN-1
,.......
30-05-2014 8
Inducement
Poor DEF Quality Inducement
POOlt POOlt
DEF/AdBlu. DEF/Ad81""
OUAlnY QUALITY
Driver Warning Second Step Final Step

·~ .---~-----...----------~----------.------~~
High Idle
IOll.t---..,-...-----+---~,.--------+-----------i, En91ne
~ : commanded
u ,~~~
~ wrthm 30
~ minutes
"'
8
u.
~
65% T<><que Reduction
60% £'RPI-I' Reduction
lo.lo
--:.
I
I
Ramped in within
40 minutes
I I
I
0.00'--~-----+-------------------- ................
Wii._ _,._
f .
Time :-so m i n - : - 4 0 minutes-----120 minutes----30 min - :

I I I

·overall there is a reduction in engine torque.
The initial reduction was a 65% torque reduction, once the engine is at low idle the torque reduction is actually decreased from
65% to 50%. However this is 50% of what the engine is capable of producing at low idle; therefore the overall reduction is greater
than the low idle torque increase .
•
c~
lllllOlol•T•IAL
Inducement
Technical Fault Inducements
Ci]
Dnver Warning Second Step

[:JFinal Step
•: ..---..------------....----------_,-i--c-~-~-man-
:-.~d-:•-.-d-~::-----,
~ I ~~~
I
1
...,. 25% Torque Reduction
Within 25 minutes _
'.: , "!~ ::i;:
~ ,-~
..----- :
50%
~
.,..
E I
I
1'--
~ 65% Torque Reduction
60% E RP Reduction
Ramped 1n wrt111n
10'1,
40 mnutu
0.00 '---.._-----------~--------~.-__..
I
..............._ -!'_ _..,.
Time ----90 minutes - - - - - - 60 m1nutes4 +--30 mm-
•overall there is a reduction in engine torque .
The initial reduction was a 65% torque reduction, once the engine is at low idle the torque reduction is actually decreased from
65% to 50%. However this is 50% of what the engine is capable of producing at low idle; therefore the overall reduction is greater
than the low idle torque increase.
30-05-2014 ~
Tier4 Non Road SCR inducement strategy
EPA & CARB system failures and tampering
Component Malfunction Detection Method T ome to Detect

(ca s)
NOxSensors Electrical Electrical checks: short circuit and open load 70 after dew point
Disconnected Timeout of CAN Bus signals
Plausibility NOx value signal range check (min I max) -120

NOx Heater (min I max) After activation
NOx Sensor temperature After activation
Demounting detection Correlate NOx Sensor Lambda signal to exhaust lambda -300
DEF Pump module Disconnected Electrical monitoring of the pump and pump module 5
DEF Line Disconnected Pressure monitoring On activation
Dosing Valve Blocked ' Beep· Monitonng Mo111ng valve needle induced voltage On activation
is used to detect if needle is mechank:afty blocked
DEF Pressure sensor Defect, tampered Electrical monitoring On activation

Plausibility
DEF Temp. sensor Disconnected Electrical monitoring
Plausibility Signal range check
DEF Heater' Failure to Heat Electrical monitoring of heater
Tank Level Sensor Disconnected Electrical monitoring of sensor On activation

Urea Quality sensor Disconnected Electrical monltonng of sensor On activation
Demounting detection Plausibility 30
"To evold deed loci<. the consecutive pressure t.llure will trigger Inducement
cN-i
t••U•T•IAL
30-05-2014 11
Diagnostic: main detected non inducement relevant failure modes
, Technical for liability:

,. Engine over-speed
,. Rail fuel pressure to low
, Oxicat temperature too high
'r Technical for serviceability:

NH3 sensor: electrical failures; drifting; heater electrical failures; sensor not present; CAN bus
failure; slip above the limit
, NOx sensor: heater electrical failures ; drifting; self diagnosis not working;
, Exhaust flap: over temperature; electrical failures; control failures; CAN bus failure
, Exhaust Temperature monitoring: plausibility
, DPF temperature monitoring: deviation from other sensors at cold start
, Torque limitation: 080 limitation; engine temperature is over pre-warning or warning values
, Oxicat temperature monitoring: plausibility at cold start
, Urea quality: electrical failure on temperature sensor; self diagnosis errors
, Turbocharger control: eVGT actuator motor effort too high; actuator error over CAN; boost
pressure boundary checks; underboost
). Customer specific:
, Air filter clogging warning
, Pre-filter clogged
CNit
Ul•WIT•UlL
30-05-2014 12
Inducement
Resetting the SCR System
All failures will be kept in memory for 40 hours
• Regarding DEF storage tank fluid level faults (failures that can cause engine power loss):
• The DEF tank level must be raised above 15% total volume.
• The key switch must be cycled to the Off position or throttle returned to the low idle position.
• For Regarding DEF quality and SCR system technical faults (failures that can cause
engine power loss):
• To fully reset the system, the componenVfailure causing the fault must be repaired or replaced.
Switching Off the engine will reset the system and the engine will restart at full power.
If the same failure is redetected within 40 hours of engine operation, final inducement is
introduced.
If the same failure is detected three consecutive times within 40 hours of engine operation,
maximum engine power loss will remain active after engine restart until the system is repaired .
•
CNt
l••U•T•IAL
30-0~2014 . - 13
Inducement
Healing Strategy
Depends on the failure group: Electrical or dosing related failures.

• Electrical failures & DEF quality, failures are not immediately "reset" after restart. Healing
time can be up to 20 Seconds (only engine idling required).
• Anti-tampering provision: After 3rd failure detection during 40hrs, self-healing capability
will be locked (reset possible only with a dealer EST tool).
• Dosing related failures requires active dosing.
Healing time: Time to activate dosing +failure detection time (approx. 20 minutes) after the
system is up to proper temperature for safe dosing.
Failures reset after key on, and erased after re-start.
A dynamic EST test called "SCR FAULT VERIFICATION TEST": (see EST chapter)
may need to be performed by the technician in order to clear the fault code and verify
correct system operation.
The technician will be required to follow a series of directions as the test guides
instructs.
Involves running the engine, maintaining engine rpm, and maintaining SCR
temperatures.
•
CNt l llOU•T•IA4.
30-0~2014 - -- - - - -- ~2'!.::::JI
•
CNt
INDUSTRIA L
TIER 4 Final
Diagnostics and component replacement with EST
II
30-05-2014
-c.u.111
a•Yaa
IVECO
•u• IA MAGIRUS , !7".PT
EDC17CV41 Reprogramming
• EDC17CV41 engine control module is programmed using the CNH EST software and
not the EASY Engine program (as with the Tier 4A EDC7UC31 controller).
• Since the CNH software is used to program the controller, the anti tampering procedure
will automatically be preformed after programming by the EST without technician
involvement.
Ensures only released engine software is installed in the appropriate vehicle, preventing any
possible reverse engineering of a lower standard such as Tier 2 software into some machines.
• The engine controller contains a software algorithm that will calculate a security check value
which is read by the vehicle controller and validated a few minutes after engine start up.
Using a controller from another machine will trigger a fault code (below) and the machine will be
derated (engine rpm limited to 1200 rpm with torque reduced). Once the proper controller is
installed, the machine will need to be run for approximately 5 minutes (the time needed for
verifying security check values) to clear the fault code.
The new engined- that ..as jUSt programmed onto tht tng•nt
controller has i.e... succesifully rq1stertd'
Therefore. it,. not nocemry to use the CONFIGURATION· ENGINE

DATASET REGISTRATION screen to perform th• 10glslrot1on process.
OK
•
CN4
l .. DUS'l•IAt..
30-05-2014 -- - - . -~-~--~
'EDC17CV41 Reprogramming
Correct or incorrect reprogramming
Reprogramming button ~ U'• l!- . Kl~

c
-
er
r "'- ft ,T
"""-----
i _ ~-
............... .,_,.,,.,. J
=- ~~:.:::.::----- ._.._,._ - .J Screen after a succesfull

.
.... ,w
.•••
. . . ,._...
_ _ 19 ir • · -....--------....
.....,._..,, ,....... _..............
__.... , . _. . - . - ,...,_.., l_
- ___..
_ reprogramming
··----
. ..
..
~
•'-'·--
·~----··.............
- ··- __ ~
_ ..
~.....,.. ]
Location software versions

I I . -- - MQ~
--___...""'
--- - ~
'ir:;:ll::la
~OONT1IOU.EU•L.ln
-- I
.,,,.... I
I
After an incorrect
o.n r..
I ·~llll llllt41.lll ~~-
reprog ramming a
faultc ode is set
0-U.,.- lll Mn
I ,..,.._Lu ln11.1 - lf•T11£SC1m1• ISllllS I_ . • - I C l S IUST tee-IC!

[DCllE ..SJ
&fiM
I ICI 115'
10• im..ot lost>lln .... •t ,,.tc•
no lat...t lttfrton• for B is llldlloo. KTll[ I 19
l otlrtff lOo ..... h tHtt If TW tltlstt IH
Jast - ""tH I
CN4
U l e Y S1'•1AL
30-05-2014 3
Parameter monitoring
Additional parameters
,_ ..
, "-
'"' ~ l.!.1
( ---- .... -
~ ·
.... ' 'l- ·lii\"1
- - 1 1. .Q.<CtOd I
. ....... tl•WU:,.....•': J
I••• 10a1"1•
.... ... ,
•rnJHC11 MHNLl'E MH •nn ITH M Oii . .lA ~IO. M;E- NICT IOM
.,..,_
7§ . . ...&.e., •1.. 1...,.__ ,_
···•--&ii-' - ...... r-u..t ... •• k•i- ....
lOI
......
......
......
ft6.J .......
flWtr,I
?M4
"4t
. ._ , . IUt• - .... ' - . . .r.... " " ' " ' ' -
.. _ •••....__ . . . ' - .......... r..c........
....... l t • • - ·S-i. LYllter ~,,_
.... .... ...
. ... k t l. .
..... llk .. t-
[QO
[QO
[QO ......
The list of additional parameters is a subject to change
Parameters Parameters
NOx Sensor Concentration - Upstream SCR Catalyst Efficiency - Measured
NOx Sensor Dew Point - Upstream SCR Catalyst Efficiency - Calculated
NOx Sensor 02 Concentration Urea Quality Sensor Concentration
Calculated Upstream NOx Urea Quality Sensor Temperature Signal
NOx Sensor Concentration - Downstream Supply Module Urea Temperature
NOx Sensor Dew Point - Downstream Supply Module Pump Command (duty cycle)
NOx Sensor 02 Concentration - SCR Urea Injection Set Point (g/h)
Downstream
Calculated · Downstream NOx SCR Urea Injection Set Point (mg/s)
NH3 Sensor - NH3 Concentration SCR Urea Injection Effective (g/h)
NH3 Sensor - 02 Concentration SCR Urea Injection Effective (mg/s)
NH3 Sensor- Dew Point
CN4
.....,....... 30-05-2014 4
Engine (Derate) Status Screen
Engine Status and Information
_ _ _J
UaJUI rna. ..
I c:o.utl'
-...
t.!••.l"'iil:
99% of monitoring moved to primary "Parameter monitor" screen including derate values &
NOx valves.
v""Engine Derate Status" monitor was changed to "Engine Status and Information".
o Only a few parameters are monitored under the " Derate monitor " screen in
the Configuration file.
o Fault code troubleshooting will reference some of these signals for
troubeshooting steps .
•
CN4
l •DU I T •IA.L
Dew Point
Upstream NOx, Downstream NOx and NH 3 sensors
Dew Point is a parameter based on the amount of time needed to ensure moisture has been removed
from a sensor lip before activation.
The NOx sensor is very sensitive with regard to water (the ceramic part could crack and/or the sensor cell may
be poisoned).
It is necessary to heat the sensor electronically for a couple of minutes before it is capable of starting to
measure concentration levels.
If moisture is present when activated, damage to the ceramic tip could occur. Therefore, a period of run time
(dew point) is scheduled to ensure moisture has been removed before measurement activation.
• The "Dew point" and "Concentration" parameter data will stay at "Not Ready" until it is safe for the
sensor to operate.
Once the Dew Point has been reached , it will change to a "Ready" status
Once the Dew Point changes to "Ready", the ·concentration· for that sensor will start to display actual data after
it is heated a few minutes electronically.
Due to sensor position, the Dew Point of each sensor varies.
The upstream NOx sensor is generally first (approximately 5 minutes), then the downstream NOx sensor
(approximately 15 minutes), then the NH 3 sensor immediately after.
Upon engine restart (within a limited shutdown timeframe), the sensors will come online immediately.
~
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M TI DESCifiiii'CiN
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IHI UNITS STITUS OP DITI COUJICF
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UI OUI Tl lAL
30-05-2014 - - -~
SCR Catalyst Efficiency
ftk Toal y..., C-"'- ~ ~ -W- ....,
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SCR catalyst Efficiency - Calculated is from a software model in the ECU.
SCR Catalyst Efficiency - Measured is mainly calculated from inlet and outlet NOx sensors.
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30-05-2014 7
Urea Dosing System Test (UDST)
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30-05-2014 8
Urea Dosing System Test (UDST)
• Updated UDST test due to Supply Module update .

• It is similar to the T4A procedure, testing the system pressurization, injector operation,
and evacuation.
• Troubleshooting continues to be available if a failed test occurs.
• Flushing and emptying routines have been eliminated mainly due to DEF not being
circulated for injector cooling.
Other parameters that inhibit start of test routine
< 10% Urea Tank Level is too low

Engine running
> 500 °Catalyst Temperature is too high
Urea Dosing System is in Defreezing Mode
Diagnostic Test is already running
If there are no electrical failures and if all checked conditions are in normal range, the
actual test procedure is started
30-05-2014 9 :.:.=::::II
Configuration Menu - Replacement of components

Reset of ECU data
_..
..... l9C'll-1
~·:~~,!~.:!&!.. .... :-:..::-.:::!'1.,~--· ..-.. .. ._.. ...... ...c...u ... _ . ...... ,.._,
,.,.. ..... ""Min" ......... ._ •• .,.r1_ • ~tc ...-c-•. . . - ·
The Tier 48 system tracks the life usage of components and compensating for these
variations.
• When certain components are replaced, the EST must be used to reset the ECU
information for optimal operation.
• Exchanging of engine controllers is not recommended due to component monitoring.
Note: Reset Screens are currently being modified and additional screens may become
available.
Screens currently available are:
Re lacement of the Rail Pressure Relief Valve - Reset ECU Data
Replacement of the Rail Pressure Metering Valve - Reset ECU Data
Replacement of the NOx Upstream Sensor - Reset ECU Data
Replacement of the NOx Downstream Sensor - Reset ECU Data
Replacement of the Crank Case Pressure Sensor - Reset ECU Data
Replacement of the Catalyst - Reset ECU Data _
•
CN-1
l•DllST•IA-L
30-05-2014 - ,~
Sensor drift
With some sensors, its signal level may vary from its set zero value when the sensor works.
This introduces an error into the measurement equal to the amount of variation , or "drift" as
it is usually termed. Drift may result from changes of temperature , electronics stabilizing , or
aging of the transducer or electronic components. When replacing some components, it is
necessary to inform the ECU. The ECU will flag fault codes when a sensor has drifted
excessively.
Sensor Or1ft *It is important NOT to reset the

ECU Data if you have not
li 0 !-~-----------------------.-----------·'
8 - "°' ~' ~· ~·· C> !>· ;f» , -0
replaced a component as it will
cause system issues and faults.
2 s 6 1 a 9 10
YHrs
Worldngtime
cNi
•••YIT•IAL
30-05-2014 11
Injector Code Configuration
,,,_._
r
r
Injector programming required on:
Cursor 13
Cursor 13 2 stage .. I
The EST will automatically backup the injector code data into another CNH module (typically a UCM or
Cluster).
When a blank ECU is placed on the machine, the EST Injector programming screen will detect the
blank ECU and will retrieve the back-up injector data from the CNH module and will offer this data to
write to the ECU.
If the engine ECU or CNH module are exchanged, once the EST Injector code program screen is
opened, it will detect that there is a mismatch of data and will ask the operator which modules' data is
correct. Therefore, it is not recommended to swap these modules.
A fault will occur if an ECU is replaced and the injector codes are not entered into the ECU with the
EST.
CMt
t••u•T•IAL
30-05-2014 12
Engine Restart Counter Reset I Unlock Inducement
- - - --- - - - - -
-' -....-c..........
Engine Restart Counter Reset/ Unlock Inducement is functionally the same as Tier 4A
Inducement strategy is similar to 2012 software used on T4A except Emergency Restarts are no
longer allowed.
If a fault of the same class type occurs more than 3 times within 40 hours, maximum
inducement occurs and cannot be reset until an EST is used within this menu option.
• Fault code Resolution will request (see below) this procedure to be performed .
Because some fault codes causes inducement, it is necessary to perform the Engine Restart Counter
Reset/ Unlock Inducement with the EST before return the machine to service.
CNt
IM D YST•IA&.
30-05-2014 . . 1:..:::::::::;:m
Fault codes
Strategy is similar to Tier 4A

• CNH modules continue to store a 3000 or 19000 series fault codes in the CNH module
(EST to offer diagnostic path as T 4A).
• The engine controller will also store FPT codes through the Easy Engine program but will
not offer diagnostic path (as with T4A).
• An informational fault Code will continue be triggered indicating a performance limitation
and to reference other faults in the engine controller that will accompany this fault
displayed .
Differences I Except ions
• Exception: Combines/harvesters will now show the same fault code as the FPT codes.
(On Tier 4A, they defined different CNH engine codes for different combines.)
• All engine and SCR fault codes are now stored in the engine ECU.
• There are 480 new engine fault codes for the Tier 48 Final system. All new FPT codes
are now 4 digit alpha-numeric
30-05-2014 -- ~- ~
SCR Fault Repair Verification Test
Ho Tool Y- ( - ~ w.- IWp

Utilll.tJ
§al • I Id IBI_lJ ri l 191lii l • , ~I· 1 ~ 1 t1IYI ''lirl

11 ' COHTFIOU.ERTESTS rNIOoqalioC:O.- · """°" _,
OlNTFIOU.ER T£STS SELECTION

c . . feet CURTS
This is a dynamic procedure to bring the SCR system up to operating range and perform
active dosing in order to verify system operation.
Some fault codes will require an EST test to be performed in order to clear the fault code
and verify correct system operation.
A notice will be given with certain fault code troubleshooting procedures as viewed
below:
Because some fault codes causes inducement, it is necessary to perform the Engine Restart Counter ReseV Unlock
Inducement with the EST once the fault has been resolved or before return the machine to service .
See also: Selective Catalytic Reduction (SCR) exhaust treatment - Configure - Engine restart counter reset
CNt
t ••UIT•tA.L
30-05-2014 15
SCll J~T ~ PA.:11 vtlllflCJ.not< TUT

- -I
I
I
Ste11 llt• engine I
Run Iha engine ot low tdle, less lhon 1100 rprn . u.n lll Engine Coolo111 TeMperoture is ot leo5t 'O degC or
140 deqF
Chck on NLXl ...tlen the voluea ere ..,lllin Ille testing ronge shown tn green
!
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En1 lne s .,..~• <.,,..> ......
'
fl1ylne C.el.,.t h-NU•rR .... ,
rrhe system will guide the technician through a series of directions he must perform.
The technician will need to ensure the readings stay in the "Green" zone
Failure to do so makes the screen tum "yellow" and timer to be reset.
"
~: A tractor will need to hooked onto a dyno (or a flow meter hooked through the remotes) in order for the test
•o function properly. A hydraulic stall will need to be placed on a wheel loader. For combines let the engine run on
12200 revs/min for about 5-10 minutes, if necessary activate the threshing machine.
I
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I
•
CNt
tlf•lil•T lltAI.
30-05-2014 16
Ood._HOCT . . . . . . ..,...._, _ . , . . ....... . . , .... ....._ ......
I Outside the testing range turns the data display to "yellow" I
JCl•C.ul,. .................. _N.~ I
o;;...... ~~O....t..ti-.1 l..,......;. ...... 1• ..,fiC.... ..,,,-v;

...,....w ...... ~ ..... ....
I
a.dr. •fCXY ....... ~ .................... " " - • ¥ - '
I Within the testing range keeps In the data display "Green". I
~--·~
•
CN4
lllfOYaTaJAL
30-05-2014 17 --=::I
Screen demands a higher engine RPM
S:QI
..
'""-'"'' •''"""'~
.,.w...ic..1-· , .......... ...
C.t•I .. . ..,_ l•t L_.,...O •• ._..,..,...,.
_
-···
....
. ., ......;\fllll.". .._.
A. ..........
:..t. .........
~
( Engine RPM is OK , the test starts I
... ..............
r..... ........ 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ft-.-. ......
"'°"' ,......, .................................... ,... ,
-· I """ ...................... ..,....... v.. .., ...........,, 11:.......a...._ ..........
Some screens will have a timer where a procedure must to be

executed for the allotted timeframe before the technician is
able to move onto the next step.
DOnce in the correct range (display turns green) the timer will
....lr.
..,,~ ........
c-1-t , _ _ t . -
.-ca c.u1,.1 OiKln h"-• r...,...t _
'
(
-_ v
............
start counting down.
::lit will turn yellow if out of the desired parameter.
~
3:41
DA load on the engine will be necessary in order to maintain
SCR temperature. I -I
30--05-2014 18~
................,....
t;;•l--llPMl•~IQ.I'
~~~~~~~~~~~~~~~~~~
..___....,. Follow the instructions on the screen

)A..,........................ ........................ ....
, __ l _ _ _. ......................... - - ....... ......
. . . &... . . . . . . . . . ., - ....
0:59
..,...
No longer the timer display and the text

"Tum off the engine" appears. The
Verification Test is finished. _, .....
......,.......•
CNt 30-05-2014 19
SO fAUU IW'All \'llllflCATION r..s T
1... s...... ...,,._.,.,

1•• ...,s...-,d
1~ O..t-
T...-.rig Tundt"htw.gr.. Aw•'fWlf1.1~aw\.J• . . . . lht....,,-• • ol Net• Tt11rtriw...t1r..ttro21"W'Uf''lhW"l)fl' 1,.
1......, 5,.,.,,.,,,.,,.... R..,.._O"O"<flbwd- i...-....1100 •.,.. """C"""°Coolw<1e-<Ne•dle»l€X>~or1'1
,.,,...., . O-n·--$t.PC•~·IMllE~T--· ....... 2'0dogt0t4'4,,.,, vo.....,.noodtot"'1tht
1tt'"1J R...h""IJfW•hqldtZ,00'1'9UIJW.
,.,,...., _ l""atlho...,.... !'IN<o-f0t2--h"O'"<Ocdl

-
1Wl'O 11... .... . . _ .............. ._1100.,.. .,..._ _ ,..1 _ _
N«e lN_Nl_I02nnt10tlt>o""9NCn
,,..._.""'°''"""'"'°--..
.... b • ....,............ ...,. • .....,..... hogh ... _ _
~CR fd~V.W.MO't 1e1fir....., PIM. gDtot.EST oop.._..,CoNlollf FJ1r '°....,~ roMtfM ..,, ....... •• ••ft
, , , . _ . . -...... di ....
The test will NOT state if it is "Successful". This test is different than the UDST test in th at
this is just a procedure to get the system up to the proper temperature so active dosing is
possible and testing can be performed safely.
The EST walks the dealer technician though a series of steps.
• The green check marks just mean that the test completed.
If there are still SCR faults, completing this test would cause them to be triggered again. But the
EST will still say test complete and give green check marks.
After this test, the technician needs to check fault codes (or they will see fault codes on the
instrument cluster). In the future , this may change to "Test Complete. Check engine fault codes
to verify there are no after treatment faults present.·
oH
l••UST•IA.L
30-05-2014 20

SCR Tier4b

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•

TIER 4 final emission level

Tier 4 emissions standards mandated an aggressive reduction in NOx & PM

How polluants are formed

Carbon Monoxide (CO)

Particulate Matter (PM) I Nitrogen Oxides (NOx) I Ammonia (NH 3 )

Inside the combustion chamber, Particulate Matter (PM)

No Diesel engine can meet both standards

Emissions: the dilemma

Selective Catalytic Reduction Exhaust Gas Recirculation

8 - EGR brake-specific NO,

SCR optimize fuel economy

Technical solutions for Tier 48

SIGNIFICANTLY VERY HIGH

EGR RATE (")

Tier 4 Final limits cannot be achieved

Sekrtive Catalytic Reduction

~ ©IDOmJ~ ~~ LFH@w ~00 OHmro~

[}={][]r®~~~ H@ ~ ~lf'H@[f ~00 0 ©ID@u~ ~!IDi)

30-0!'>-2014 fPT INDUSTRIAL OVERVIEW _ __ __ __::::::;m

Hl-eSCR: Customer benefits

SCR-only I COMPACT SYSTEM

No exhaust gas I ENGINE BREATHS CLEAN AIR

I MORE POWER & TORQUE DENSITY

The T 48 SCR system remains similar in theory to T 4A but is essentially a

The Supply Module maintains constant supply of

The DEF injector supplies a light mist of diesel

DEF vaporizes in exhaust stream and converts to

• Exhaust, ammonia, & carbon dioxide pass into the

In the SCR Chamber, ammonia reacts with NOx and

• During the reaction harmless nitrogen vapor and

SCR catalyst system

Nitrogen oxides (NOx) are reduced when the

Substrate with Washcoat Bare substrate

• A washcoat is a layer applied on a the substrate. The washcoat is a carrier for

Diesel Oxidation Catalyst (DOC) -

Tier 4 Layout without DPF

DOC SCR CUC T

Emission Target Comparison

• Target NOx = 2 gram/kilowatt-hour (g/kWh)

PM burned in Engine cylinders. NOx controlled in the SCR Catalyst.

Engine Exhaust _ . SCR Catalyst

Target NOx = 0.4 g/kWh

20 4{) ppm N<Jx

Diesel OJtJdation Catalyst Clean Up Catalyst

T48 and AdBleu consumption

Improved engine structure for a peak cylinder pressure

~-v S Titanium Vanadium SCR

SCR Catalyst rp95%

New Contents TORQUE: 1350kW @ 1500 rpm - 1800Nm @ 1800 rpm

AF8240 flagship combine Cursor 13

It relies on inhibitors such as organic acid salts for cavitation protection

OAT Coolant is NOT compatible with non-OAT Coolants.

• ACTIFULL OT is the only coolant tested & approved by

30-05-2014 . . - ·- - - .. - - --~ ..:._ ~

More than 10 % conventional coolant

Tier 48 System Components: New or Upgraded

New Engine Contr~ New Diesel Oxidation

pdated DEF Supply Module

30-0!'>-2014 fPT INDUSTRIAL OVERVIEW _ __::::::;m