As manufacturers scramble to get 2007 engines into the field, fleets want to be sure they’ll have adequate testing time to avoid problems they encountered in 2002 – and, potentially, some brand new ones.

Editor’s note: This is the second in an ongoing series of articles on what to expect from 2007 engines, in terms of maintenance, durability, fuel economy and overall cost. (See “Clearing the Air: Filtering diesel,” April 2005).

It was barely two years ago that the Technology & Maintenance Council held its first Diesel Summit to address emissions and equipment concerns. The industry was freshly reeling from the effects of ’02 emissions regulations, which resulted in reduced fuel economy, durability issues and high underhood temperatures, due largely to the use of cooled exhaust gas recirculation (EGR) to curb emissions.

Faced with the prospect of much tighter emissions regulations for ’07, Joe Stianche, fleet manager for Sanderson Farms, spoke for many at the meeting when he said, “We’re just now eating ’02. Mikey ain’t gonna eat this twice,” referring to the omnivorous kid of Life Cereal ad fame.

No choice, just concerns
But, like it or not, everyone eventually is going to have to belly up to the ’07 engine bar, and the concerns are serious. Consider that:

• ’07 engines will use higher levels of EGR, except for Caterpillar’s, which will use a second-generation of its ACERT technology. This likely will mean even higher underhood temperatures;

• The new engines will use a diesel particulate filter (DPF), which won’t be cheap and will require periodic maintenance to prevent performance and fuel economy losses due to exhaust backpressure;
• Ultra-low-sulfur diesel (ULSD) fuel must be used, since combustion of sulfur creates particulate matter, which can poison DPFs. The new fuel will cost more, and likely have fewer BTUs than current fuel, thus causing increased consumption, at a time when fuel prices already have hit record levels. Moreover, depending on geographic area, the fuel still may not be available for some fleets who would like time to test the new engines. More on that later;
• A new engine oil, code-named PC-10, must be used, since the ash found in today’s oils can plug DPFs. And it will have to be more resistant to thermal breakdown, since ’07 engines will run hotter. However, the new oil isn’t scheduled to be available until mid-2006.