Volvo Trucks North America's redesigned D13 diesel engine was engineered specifically to meet the Environmental Protection Agency’s looming 2027 regulations – upcoming mandates require a dramatic reduction in nitrogen oxide emissions.
Volvo’s latest iteration manages to cut those emissions by more than 80% compared to current limits, successfully hitting the EPA's strict target of 35 milligrams.
The 2027 D13 standardizes a refined Variable Geometry Turbocharger (VGT) featuring an advanced swing-blade design.
While the engine focuses heavily on environmental compliance, it does not sacrifice capability. The redesigned D13 is available with up to 540 horsepower and 1,950 pound-feet of torque. Additionally, it features a unique engine brake that delivers 630 braking horsepower, giving drivers significantly better control when hauling heavy loads down steep descents.
Contents of this video
00:00 Volvo’s D13 Engine
00:59 Engine Ratings
01:19 Block & Compression Ratio
01:36 New Piston Design
01:48 High-Pressure Common Rail Pump
02:21 Cooling Pump, Crankshaft Decoupler, & 48V Alternator
03:13 Improved EGR Valve and Turbo
03:51 Aftertreatment System
04:25 New More Efficient Turbo
05:05 Release Date
Speaker 1:
So this will be available as all platforms, the VNL, the VNR, and the vocational product.
Speaker 2:
Hey everybody, CCJ editor Jason Cannon here with my buddy, Dwayne Teagles from Volvo Trucks. Dwayne's one of the most knowledgeable guys about engines that I've ever met and lucky for all of us, we have a brand new engine to talk about. You guys know me. I love trucks. I love engines and we have a brand new 2027 EPA compliant engine to talk about. I don't know that much about it. That's why I brought Dwayne in to help us. So Dwayne, take it away. Tell us about this brand new engine.
Speaker 1:
So the EPA 202070 mission engine was the challenge was to reduce NOx by 83% and then reduce particulates by 50%. Then they came in with a low load situation where we had to reduce NOx at low loads. So kind of idles and again, I mentioned low loads. So that brought in some interesting challenges with some great opportunities and I think we can walk through some of the details of what we have on the engine and let's see what we got.
Speaker 2:
All right, let's get uploads with it.
Speaker 1:
So the engine we have here is offered in it from a 405 1450 up to a 540, 1950. So our desire was to not affect fuel economy or performance and overall cost of ownership in this vehicle. So it starts with the foundation of the engine with the block. Compacted graphite iron. Compacted graphite iron gives us a 75% increase in tensile strength. That's allowed us to change the compression ratio from 18 to one to 20 to one.
Speaker 2:
Volvo has also improved its new piston design going from a seven wave piston to a 14 wave piston that it mixes fuel and air a little more efficiently, reducing soot and also reducing NOx just a little bit further. Moving to the back of the engine, historically, Volvo's had three pumping injectors on top of the head, but now the company has come to an exterior mounted high pressure common rail pump. It's oil lubricated fueling the common rail injection system.
Speaker 1:
You have a closed loop crank case ventilation system. So this is now driven electrically. The last one was driven by oil pressure, so that gives us a little bit reduction in parasitic loss and also efficiency. So then any sort of hydrocarbons or knocks end up going back into the intake of the turbo.
Speaker 2:
Around to the front of the engine, you'll find a variable displacement cooling pump. That gives the engine just the right amount of cooling based on the application of the engine. Whether it's running hot or running cold, since it's completely variable, it's reducing parasitic loss.
Speaker 1:
Here we have our green shaft decoupler. The requirement from the EPA was low load NOx reduction and that happens typically at idle. So there's a little bit of torsional vibration at idle. We'll have a 48 volt alternator here, 24 volt as we have today. But the idea with the decoupler was to give us consistent energy. We got a little bit of vibration, so that's what happened with the decoupler is it reduces vibration, doesn't affect the shape speed of the alternator so we don't get voltage spikes on the alternator. Given us an extended life on the alternator. And you move around the fact of the engine on the hot side of the engine. Notice we've had an improvement on the EGR valve. Previous GT engine was all controlled hydraulically. It's all done electrically. Given us greater control on EGR gases. Now we move over here to the turbo.
We do have a pre-turbine throttle, essentially two restriction plates that move back and forth, giving us 630 braking horsepower. Make sure your seatbelt's buckled on this one.
Speaker 2:
The new 2027 D13 equipped with the more efficient swing blade turbo will replace the turbo compounded model. The after treatment system takes up about the same frame rail space as the current production model. Volvo standard 24 volt alternators for the truck. The 48 volt alternator is only going to work during light loads and idle situations.
Speaker 1:
Our decoupler here, again, reducing torsional vibration, keeping that shaft speed on that alternator, insistent ice, clean energy. And then when we look at the after treatment system, we have a free heater and then a host heater, free the DOC and DPF and then one free the SER.
Speaker 2:
Dwayne, you had mentioned that this new engine will sunset the turbo compounding engine. What does this one do may be better than what the turbo compounding wind is?
Speaker 1:
So when we look at efficiency, this engine will have the same efficiency customers currently running turbo compounding engines today will have the same efficiency with this engine. Customers that are running BGT engines today and a regional application or vocational application will see about a 4% improvement in fuel
Speaker 2:
Company. Death usage is about 7%, so fleets running and long haul applications won't see an increase in depth consumption. Operators in more regional or localized applications might see a slight increase. So this engine will come to market, be available for order win.
Speaker 1:
This will be available here January one, 207. Now when it becomes available here, it's probably quarter three.
