Development of Technologies for a High Efficiency, Very Low Emission, Diesel Engine for Light Trucks and Sport Utility Vehicles Page: 3 of 18
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ABSTRACT
Cummins Inc., in partnership with the Department of Energy, has developed technology for a new highly efficient,
very low emission, diesel engine for light trucks and sport utility vehicles. This work began in April 1997, and
started with very aggressive goals for vehicles in the 5751 to 8500 pound GCW weight class. The primary program
goals were as follows:
(1) EMISSIONS
NOx = 0.50 g/mi
PM = 0.05 g/mi
CO = 2.8 g/mi
NMHC = 0.07 g/mi
California decided to issue new and even tougher LEV II light truck regulations late in 1999. EPA also issued
its lower Tier 2 regulations late in 2000. The net result was that the targets for this diesel engine project were
lowered, and these goals were eventually modified by the publication of Federal Tier 2 emission standards
early in 2000 to the following:
NOx = 0.07 g/mi
PM = 0.01 g/mi
(2) FUEL ECONOMY
The fuel economy goal was 50 percent MPG improvement (combined city/highway) over the 1997 gasoline
powered light truck or sport utility vehicle in the vehicle class for which this diesel engine is being designed to
replace. The goal for fuel economy remained at 50 percent MPG improvement, even with the emissions goal
revisions.
(3) COOPERATIVE DEVELOPMENT
Regular design reviews of the engine program will be conducted with a vehicle manufacturer to insure that the
concepts and design specifics are commercially feasible. (DaimlerChrysler has provided Cummins with this
design review input.)
Cummins has essentially completed a demonstration of proof-of-principle for a diesel engine platform using
advanced combustion and fuel system technologies. Cummins reported very early progress in this project,
evidence that new diesel engine technology had been developed that demonstrated the feasibility of the above
emissions goals. Emissions levels of NOx = 0.4 g/mi and PM = 0.06 g/mi were demonstrated for a 5250 lb. test
weight vehicle with passive aftertreatment only. These results were achieved using the full chassis dynamometer
FTP-75 test procedure that allowed compliance with the Tier 2 Interim Bin 10 Standards and would apply to
vehicles in MY2004 through MY2007 timeframe.
In further technology development with active aftertreatment management, Cummins has been able to report that
the emissions goals for the Tier 2 Bin 5 standards were met on an engine running the full FTP-75 test procedure.
The fuel economy on the chassis tests was measured at over 59 percent MPG improvement over the gasoline
engines that are offered in typical SUVs and light trucks. The above demonstration used only in-cylinder fueling for
management of the aftertreatment system.3
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Stang, John H. Development of Technologies for a High Efficiency, Very Low Emission, Diesel Engine for Light Trucks and Sport Utility Vehicles, report, December 1, 1997; United States. (https://digital.library.unt.edu/ark:/67531/metadc793437/m1/3/: accessed April 25, 2024), University of North Texas Libraries, UNT Digital Library, https://digital.library.unt.edu; crediting UNT Libraries Government Documents Department.