ADVANCED EGR 2010 Emission Compliant

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EPA Regulations

WHAT IS NOx?
The atmosphere is 78% Nitrogen. High combustion temperatures inside an engine form NOx. Once in the atmosphere, NOx results in ground level ozone formation and smog. EPA regulations for NOx (Oxides of Nitrogen) and PM (Particulate Matter or soot) have tightened.
SULFUR Content In Fuel
5.0

500 PPM
4.0 (6/93)

NOx (g/bhp-hr)

2.5

1.2

ULSD 15 PPM
0.2 0.0 0.0 0.01 (6/06) 0.10

Particulate Matter (g/bhp-hr)

How can we control NOx emissions? Either by adding more equipment to the exhaust system to clean them up, or by reducing combustion temperatures to avoid creating the NOx in the rst place.
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In 2010 NOx emissions must be reduced from 1.2 g/bhp-hr (grams per brake horsepower hour) to 0.2 g/bhp-hr.

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EPA vs. Euro Standards

EPA regulations in the US are also typically adopted by Canada. The European Unions latest standards are referred to as Euro V. European manufacturers began using SCR to meet Euro IV emissions levels in 2005 and many will continue to do so in 2008. We have been able to meet the challenge of our stricter US EPA emissions levels that went into effect in 2004 and 2007 with EGR systems.
NOTE: Euro requirements are typically less stringent than the EPA requirements.
5.00 NOx (g/bhp-hr) 5.22 4.00 3.73 2.50 2.61 1.20 1.49 0.20
EPA94 1994 Euro II 1996 EPA98 1998 Euro III 1999 EPA04 2004 Euro IV 2005 EPA07 2007 Euro V 2008 EPA10 2010

NOx

0.37
Euro VI 2013

0.186 PM (g/bhp-hr)

PARTICULATE MATTER
0.10 0.075 0.015 0.01
EPA07 2007

0.10

0.10

0.015
Euro V 2008

0.01
EPA10 2010

0.007
Euro VI 2013

EPA94 1994

Euro II 1996

EPA98 1998

Euro III 1999

EPA04 2004

Euro IV 2005

SCR was adopted when competing technologies were not ready to meet the standards. It was presented and pushed by manufacturers of the technology, and the infrastructure to support SCR was mandated by European legislation. Manufacturers now have competing technology solutions available, and the stricter requirements of EPA 2010 mean that Euro V experiences are not directly applicable.
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ADVANCED EGR 2010 Emission Compliant

EPA Regulations & Stamdards

Emissions Solutions
T

SCR
EGR - Cooler Oxidation Catalyst T Diesel Particulate Filter

2007 NOx Level

Clean Air

EGR
Charge Air Cooler

SCR
2010 NOx Level
Tank must be insulated and heated Level Sensor

The engine includes an EGR system, much like todays engines, and it creates exhaust which includes particulate matter and NOx Exhaust passes through the oxidation catalyst and on to the DPF, which cleans the soot. From there, the exhaust passes to the SCR catalyst There is a urea tank located near the exhaust system. This tank must be continuously monitored for urea level. The tank must also be insulated and heated. Pump supplies urea to the SCR injection system The injector sends the urea into the SCR catalyst Urea mixes with the exhaust gases and turns into ammonia and carbon dioxide, then reacts with NOx to produce nitrogen and water vapor The end result of this process is lowered levels of NOx to meet the EPA 2010 emissions standards

Tank
Urea Urea Tank Urea Doser NOx

NH3 Slip Cat NOx T

SCR Catalyst

One method of moving from the 2007 to 2010 emissions level is to take the current EGR system and add SCR, Selective Catalytic Reduction, to clean up the NOx emissions and meet the 2010 standards.
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EGR
2007 NOx Level

In-Cylinder EGR
2010 NOx Level

An alternative solution involves rening the EGR (Exhaust Gas Recirculation) system currently in place to provide an in-cylinder solution. Rather than continuing to create NOx and then having to clean it up, an in-cylinder solution is designed to prevent the NOx from being formed in the rst place.

Navistars 2010 compliant engines will be very similar to the 2007 compliant engines, with no additional aftertreatment components or uids required

SCR systems are projected to offer a slight improvement in fuel mileage, since they can allow the engine to run dirtier and then clean up the emissions later. However, they also require the addition of diesel exhaust uid or DEF, so the costs of operating the engines are similar.
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ADVANCED EGR 2010 Emission Compliant

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Emissions Solutions

All About Urea

122F / 50C

Urea begins to emit ammonia gas

85F / 30C

Urea begins to break down

Deionized Water 67.5%

Chemical Urea 32.5%

The mix of urea used for agricultural applications will NOT work for diesel engines. Urea + Deionized water = DEF (Diesel Exhaust Fluid)
Winter Average Low Temperature
60 to 70F 50 to 60F 40 to 50F 30 to 40F 20 to 30F

32F / 0C 12F / -11C Urea freezes

Summer Average High Temperature

Above 110F 100 to 110F 90 to 100F 80 to 90F 70 to 80F 60 to 70F 50 to 60F

Above 85 F, the storage life of urea decreases rapidly.

30

10 to 20F 0 to 10F 10 to 0F Below 10F

Storage Life (months)

20

10

0 86 95 104 122 140

Temperature (F)

Contamination, Temperature and Storage Concerns Urea is temperature sensitive and easily contaminated. Storage and dispensing tanks must be heated and cooled. Vehicle tanks will need to be insulated and heated.
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Urea is corrosive to aluminum, so it must be stored in stainless steel or heavy grade plastic containers.

Urea is made from natural gas, so prices can be quite volatile.

AdBlue warning from Mercedes owners manual.

How Much Does it Cost? With NO government mandate, there is no assurance it will be readily available.

$12.00 per gallon

The price of AdBlue (European brand of urea) increased 15-30% in early 2008.

$17.76 plus tax per HALF-gallon 10-24-08

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ADVANCED EGR 2010 Emission Compliant

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All About Urea

SCR Hardware
What does it take to make an SCR system work? Trucks utilizing SCR for emissions reductions will require signicant additional hardware beyond todays exhaust packaging, resulting in reengineering work for TEMs. Additional parts, components and complex electrical interfaces could reduce SCR system reliability.
Temperature Sensors Aftertreatment Control Module DEF Pump Catalytic Converter Urea Injector Urea Tank Because Urea is temperature sensitive, this tank must be insulated AND heated.
48 36 24 12

Urea Tank; Power Supply; Heating Unit; Pump

Urea Injector Supply and Heating Lines

DOC

DPF

Urea Injector

SCR Catalyst AMOX Catalyst Shown canned including: Temperature Sensors; NOx Sensor Electrical Clipping Bar and Mounts Battery Box & Air Tank Module
0

Added SCR Hardware Current Hardware

12

24

36

48

60

72 (IN)

Urea weighs 9.1 pounds per gallon. The complete SCR system and uid will add 300-400 pounds of weight to the vehicle.
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EPA Requirements for SCR Systems

In March of 2007, the EPA issued a letter containing guidelines for the design and operation of SCR systems to be used on vehicles. Among these guidelines were a requirement that the SCR system be tamper-proof to prevent operation of the vehicle without fully functioning emissions controls in place, or with a uid other than urea in the tank.
DPF Urea Solution

HEST

Urea Solution lamp added to already complex EPA07 package

Although not nal, EPA vehicle compliance requirements indicate vehicles will have to be equipped with sophisticated sensors to detect NOx in exhaust. If the sensors detect that there is a bad urea solution or no urea is available, there will be four progressive stages of warning and vehicle response.

UREA = FUEL
You can think of urea as a fuel because without it the vehicle cannot run legally and must shut down, rendering the vehicle useless to the customer.
SCR Hardware & EPA Requirements
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1
With a low urea level, a warning light will appear which should be augmented by an audible warning.

2
Next, the engine will de-rate and the driver will feel a power loss.

3
As the issue progresses, vehicle speed would be limited well below typical operating levels.

4
Finally, when the vehicle is shut down, there will be a no start condition.

Without Urea, the Vehicle WILL NOT RUN

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ADVANCED EGR 2010 Emission Compliant

The Advanced EGR Solution

Extra Exhaust Hardware

Extra Fluid

How will MaxxForce and Navistar meet the new emissions

Step 1
Advanced Fuel Injection Technology
Our next-generation fuel injection systems are capable of delivering fuel into the cylinder multiple times per cycle and at higher pressures. Utilization of one or more pre- and post-injections along with the main injection event means combustion can take place over a longer period and be more complete, resulting in less creation of NOx emissions.
Main Injection Event Early Injection Post Injection

Step 2
Proprietary Combustion Bowl Design
Our redesigned combustion bowl combines with the higher fuel injection pressure to break the fuel up into a ner mist spread more evenly inside the cylinder, resulting in a more complete and cleaner burn.

OLD DESIGN Fuel not distributed evenly, burns inconsistently

BDC

TDC

NEW DESIGN Fuel is a ner mist for a smoother, more complete and cleaner burn

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Additional Driver Training

Additional Maintentance

requirements without all the added weight and complexity of SCR?

Step 3
Advanced Air Management
Advanced EGR utilizes dual turbochargers: the rst to provide additional boost at lower engine speeds, followed by an interstage cooler to allow more air to be packed into the large second stage turbo for maximum power at high engine speeds. Combining these features with the increased EGR rate means the combustion in the cylinder occurs slower and at a lower temperature, generating less NOx.
The advanced EGR system on a MaxxForce engine will only add 70-100 pounds to the vehicle, signicantly LESS than an SCR system.
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Step 4
Electronic Calibration Strategies
Engine controllers previously utilized pre-programmed lookup table to determine the fuel-air mixture to burn. Increases in computing power now allow the engine controller to continuously calculate the optimum mix to achieve maximum power and efciency in many different situations.

ADVANCED EGR 2010 Emission Compliant

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The Advanced EGR Solution

Other Manufacturers Strategies Caterpillar

Caterpillar has announced that they are exiting the on-highway engine market as of 2010.

Peterbilt / Kenworth
In addition to DAF engines from Europe that utilized SCR, Peterbilt and Kenworth will utilize SCR on their PX-6 and PX-8 engines based on the Cummins ISB and ISC platforms.

Cummins
Although they originally were going to use EGR, Cummins recently changed course and has now announced they will add SCR systems to their engines to comply with 2010 emissions requirements. The ISM will no longer be produced.

Volvo/Mack
Volvo and Mack will be utilizing common engine platforms in the future, and Volvo will be carrying over their SCR technology from Europe for use here in the United States.

Freightliner / Detroit Diesel

Detroit Diesel is driving towards common engine platforms with parent company Mercedes and will be utilizing SCR to meet EPA 2010 emissions.

Scania and MAN Mercedes-Benz

Mercedes has used SCR in Europe since 2004, and is introducing it in the US for EPA 2010 as well as continuing to use it to meet EuroV emissions. While Scania and MAN have previously utilized SCR to meet EuroIV standards, both companies recently announced a transition to EGR technology to meet EuroV standards going forward.

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EGR
FUEL ECONOMY: SCR may offer slightly improved fuel economy, but the savings will be offset with the need to add Urea. PRICE: The engineering and hardware costs of EGR and SCR are expected to be competitive. MAINTENANCE: No extra uids to ll, no additional systems to break or parts or uids to stock, and no new technician training required. DRIVERS: Nothing new to learn, no additional uids to ll or worry about. WEIGHT: With an SCR system weighing in at 300-400 pounds or more, EGR has a signicant advantage at only 70-100 pounds. PACKAGING: No additional aftertreatment hardware means no reengineering for TEMs. TRADE VALUE: If the rest of the industry begins utilizing advanced EGR, what will SCR trucks be worth at trade-in?

SCR

The Choice is Clear

Advanced EGR from MaxxForce is the best solution to meet the 2010 EPA emissions requirements.
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ADVANCED EGR 2010 Emission Compliant

Other Manufacturers Stretegies

But They Said...

The competition is making a lot of statements about Navistars Advanced EGR strategy. Here are some of their claims and the actual facts:
Navistar is using credits to meet the requirements
Actually, this is true, but heres the rest of the story: the EPA supports the collection and use of credits because it actually contributes to cleaner air. No company that collects and uses credits get all the credits back [one for one]. A percentage of them are held back. In other words if a company generated 100 credits, they are only able to use 80 of those credits in the future. The balance is that companys contribution to the environment.

SCR will cost less since it gets better fuel mileage

Remember that you also need to add the cost of urea, so operating costs will be comparable. And its not just us saying that

EGR is just temporary, theyll switch to SCR in 2012

Navistar is committed to the path of EGR, now and in the future. As of 2012, credits will no longer be allowed to certify engines to the 0.2g/bhp-hr standard. By that time, we will have ne-tuned our engine systems and calibration to meet the standard at the tailpipe without credits or other additional aftertreatment hardware.

Navistar is building a dirty engine

Navistar has been a leader in clean diesel technology on many fronts; we were the rst to market with electronic emissions controls in 1994, the rst to introduce Green Diesel Technology in 2000, with the rst diesel engine with emissions equal to natural gas and most recently the rst to massproduce a diesel-hybrid electric vehicle. The fact is, Navistar will be fully compliant with the clean air standards in 2010 without the use of additional complex aftertreatment.

Navistar is the only manufacturer using credits

Navistar is the only manufacturer that builds enough engines cleaner than the current standard to generate a surplus of credits that we can use in the future. All engine manufacturers have used credits over the last few years to achieve compliance across their product lines, and some will continue to use credits after 2010.
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What it Means to Our Customers

For customers with heavy body integration needs, the news is also good. Cab to axle dimensions are unchanged from 2007. And did you know that since 2007, International has built almost 400 different combinations of exhaust, fuel tanks and battery boxes to meet customers unique needs? And each and every one of them will still be available in 2010.

Mid-range diesel customers will still be able to get a full range of engines, from the MaxxForce 7 on up to the MaxxForce 10. We will have available horsepower ratings from 220 on up to 330, and torque ratings from 560 up to 1150 lb/ft.

For Class 8 on-highway customers, using EGR instead of SCR means 300 pounds more payload capacity, as well as fuel efciency improvements of up to 2%. No additional driver training is needed, since there will be no change to how trucks are operated and maintained today, and no worrying about making sure the driver lls the urea tank or where to purchase it.
ADVANCED EGR 2010 Emission Compliant
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Customer Impact

MaxxForce Big Bore Value Drivers

The company that has been a leader in diesel engine technology for years now offers big-bore power!

Special Equipment Adds Versatility MaxxForce Big Bore Ratings

HP 330 370 390 410 430 475 Torque (lb-ft) 1,250 1,350 1,400 1,450 1,550 1,700
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Optional engine compression retarder brake Optional integral REPTO for mixer applications Programmable electronic parameters for increased fuel economy Optional FEPTO for snow plow applications

High Strength Without Added Weight No engine offers a higher power-weight ratio than the MaxxForce big bore engine with compacted graphite iron cylinder block.
Conventional Gray Iron Compacted Graphite Iron

Excellent Power Characteristics

Twin turbos and high-pressure injection system help deliver peak torque at 1000 rpm vs. typical 1300 rpm for competitors. Upshift at lower speeds Fewer downshifts
MaxxForce Big Bore Value Drivers

Outstanding Fuel Economy

CGI molecules intertwine providing greater strength with thinner casting walls.

Common rail fuel system Low friction design

CGI Strength Margin (vs. gray iron) +75% tensile +40% stiffness +200% fatigue

Very Low Noise, Vibration and Harshness

Advanced block design and high-pressure multi-shot injection combine to produce a 30% lower noise level inside the cab.

ADVANCED EGR 2010 Emission Compliant

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Mid-Range Engines Comparison

MaxxForce7 Engine Comparisons MaxxForce DT MaxxForce 9 & 10 Duramax 7800 Mercedes MBE900 Toyota Hino J08E Cummins ISB Cummins ISC Cummins ISL

Horse Power Range Torque Range (lb. ft.) Displacement cu.in (liters) Weight (lbs.) Conguration Valves Per Cylinder Cylinder Design Block Reinforcement Turbo Cam Followers Fuel System Head Bolts Per Cylinder Positive Valve Rotators Replaceable Valve Guides Replaceable Valve Seats Fuel Filter Fuel / Water Separator Cooling Jets Per Piston Oil Cooler Thermostat Braking Options

200-230 560-620 389 (6.4L) 1,160 V-8 4 Parent Bore Single-Piece Bed-Plate Retains All 4-Bolt Main Bearing Caps EVRT Hydraulic Roller Hi-Pressure Common Rail w/ Piezo Injectors 4 No No No Element Standard 1 No None 10,000 mi. / 350 hrs. / 1,500 gals. Fuel Every 2nd Oil Change None Required--Hydraulic Lifters are Standard

210-300 560-860 466 (7.6L) 1,560 I-6 4 Wet-Replaceable, Induction Hardended Cylinder Sleeves Selected HP--1/4 Steel Ladder-Type Reinforcement EVRT Mechanical Roller Electro-Hydraulic Unit Injector - G2 6 Yes Yes Yes Element Standard 1 (Targeted) Yes Diamond Logic Exhaust Brake and Engine Brake 15,000 mi. / 550 hrs. / 2,100 gals. Every 2nd Oil Change or by Restriction 120,000 mi. / 5,000 hrs.

MF 9: 300-330 MF 10: 310-350 MF 9: 800-950 MF 10: 1,050-1,150 570 (9.63L) 1,560 I-6 4 Wet-Replaceable, Induction Hardended Cylinder Sleeves Selected HP--1/4 Steel Ladder-Type Reinforcement EVRT Mechanical Roller Electro-Hydraulic Unit Injector - G2 6 Yes Yes Yes Element Standard 1 (Targeted) Yes Diamond Logic Exhaust Brake and Engine Brake 15,000 mi. / 550 hrs. / 2,100 gals. Every 2nd Oil Change or by Restriction 120,000 mi. / 5,000 hrs.

200-275 520-860 475 (7.8L) 1,250 I-6 4 Parent Bore w/ Dry-Slip-Fit Liners Cast-Iron, Single-Piece Bed Plate Variable Geometry Turbo Flat Hi-Pressure Common Rail 4 No Yes Yes Canister Standard 1 Yes Exhaust (buttery type)

190-350 520-860 389 (6.4L) 439 (7.2L) 1,168 (6.4L) 1,310 (7.2L) I-6 3 (Standard) 4 (Optional) Parent Bore w/ Induction Hardening at Top Ring Travel None Waste Gate / Dual-Stage Turbos on 260+ HP Flat Unit Hi-Pressure Pump at each Cyl. 4 No Yes Yes Element (2 lters) Standard 1 No Exhaust (buttery type) and Bleeder (small 4th valve) 15,000-20,000 mi. 18,000-30,000 mi. 24,000 mi. Severe, 75,000 mi. Short Haul, 80,000 mi. Long Haul

220-260 520-585 468.9 (7.86L) 1,458 I-6 4 Parent Bore w/ Dry Slip-Fit Sleeves Bolted Main Bearing Caps Variable Vane Turbo Roller Hi-Pressure Common Rail (Denso) 6 No Yes Yes Element Standard (2007) Optional (2006) 1 No Exhaust (buttery type) First 3,000 mi. then every 20,000 mi. Requires HINO Special Oil 20,000 mi. 50,000 mi. / 24 months

200-325 520-750 409 (6.7L) 1,150 I-6 4 Parent Bore Ladder Type Bottom Reinforcement Variable Geometry Turbo Flat Hi-Pressure Common Rail 6 No No No Canister Standard 1 No Exhaust (buttery type) Up to 15,000 mi. / 500 hrs. / 6 months Same as Oil Filter 150,000 mi. / 5,000 hrs. / 48 months

240-330 660-1,000 505 (8.3L) 1,630 I-6 4 Wet Sleeves None Variable Geometry Turbo Roller Hi-Pressure Common Rail 6 No Yes Yes Canister Optional 1 No Jacobs C-Brake w/ 252 HP @ 2200 RPM & VG Turbo Brake 15,000 mi. / 500 hrs. / 6 months 15,000 mi. / 500 hrs. / 6 months 150,000 mi. / 5,000 hrs. / 48 months

345-365 1,150-1,250 540 (8.9L) 1,635 I-6 4 Wet Sleeves None Variable Geometry Turbo Roller Hi-Pressure Common Rail 6 No Yes Yes Canister Optional 1 No Jacobs C-Brake w/ 252 HP @ 2200 RPM & VG Turbo Brake 20,000 mi. / 500 hrs. / 6 months Every Oil Change 150,000 mi. / 5,000 hrs. / 48 months

Oil Change Intervals Fuel Filter Change Intervals Valve Lash Adjustment

6,500 mi. / 3 months Every 2nd Oil Change 52,000 mi. / 12 months

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Big Bore Engines Comparison

International MaxxForce 11 Engine Comparisons Mack MP7 Volvo VE D11 International MaxxForce 13 Volvo VE D13 Mercedes-Benz MBE 4000 Mack MP8 Detroit Diesel Series 60 Detroit Diesel DD15 Cummins ISX

Displacement (liters) Dry Weight (lbs) HP range Peak Torque range (lbs. ft.) 800 RPM Torque range (lbs. ft.) Engine Retarder Rating (HP) Overhaul (B50 Life)

10.5 2,244 310 - 390 1,250 - 1,400 660 - 830 280 est.1,000,000 mi

10.8 2,270(B) 345 - 405 1,360 - 1,560 420 est.1,000,000 mi

10.8 2,246(B) 325 - 405 1,250 - 1,450 420 est.1,000,000 mi

12.4 2,244 410 - 475 1,450 - 1,700 830 - 960 300 est.1,000,000 mi

12.8 2,519(B) 335 - 485 1,350 - 1,650 435 est.1,000,000 mi

12.8 2,270 350 - 450 1,350 - 1,650 Std 200 bhp Opt 580 bhp est. 850,000 mi

13 2,560(B) 425 - 485 1,540 - 1,700 435 est.1,000,000 mi

14.0 2,557(A) 425 - 515 1,450 - 1,650 440 1,000,000 mi

14.8 2970(A) 455 - 560 1,550 - 1,850 500 est. 1, 200,000 mi.

14.9 3,021 385 - 600 1,450 - 1,850 600 1,000,000 mi

FEATURES
Cylinders Block Bore x Stroke (mm) Engine Retarder Engine Retarder Technology Emission Technology Fuel System Inline Six CGI 120 x 155 Retarder brake compression & exhaust EGR-DPF Bosch High Pressure Common Rail Twin-Series (non-VG) One Piece SOHC 4 belt driven Rear Opt integ. REPTO Inline Six Gray iron 123 x 152 PowerLeash compression EGR-DPF MEUI Holset Sliding Nozzle VGT One Piece SOHC 4 belt driven Rear Opt REPTO Inline Six Gray iron 123 x 152 I-VEB Engine Brake compression & exhaust EGR-DPF MEUI Inline Six CGI 126 x 166 Retarder brake compression & exhaust EGR-DPF Bosch High Pressure Common Rail Twin-Series (non-VG) One Piece SOHC 4 belt driven Rear Opt integ. REPTO Inline Six Gray iron 131 x 158 I-VEB Engine Brake compression & exhaust EGR-DPF MEUI Inline Six Gray iron 128 x 166 Premium Engine Brake compression & exhaust EGR-DPF Electronic Unit Pump w/ external injector lines Sliding nozzle VGT Individual each Single in block 4 belt driven Rear Opt REPTO SOHC 4 belt driven Rear Opt REPTO SOHC 4 gear driven Front Opt REPTO DOHC 4 Rear DOHC 4 belt driven Front Opt REPTO Inline Six Gray iron 131 x 158 PowerLeash compression EGR-DPF MEUI Holset Sliding Nozzle VGT Inline Six Gray iron 106 x 168 Jake Brake compression EGR-DPF DDC MEUI Inline Six Gray iron 139 x 163 Jake Brake compression EGR-DPF pre 2010 SCR post 2010 Bosch Amplied High Pressure Common Rail
Turbocompounding - Twin xed vane, one providing charge boost, the other geared to the crankshaft

Inline Six Gray iron 137 x 169 ISX IntebrakeTM compression EGR Cummins MEUI

Turbo Head Camshaft Valves per cylinder Waterpump drive Engine Gear Drive Location Rear PTO

Sliding nozzle VGT One Piece SOHC 4 gear driven Rear Opt REPTO

Sliding nozzle VGT One Piece SOHC 4 gear driven Rear Opt REPTO

VG

Holset VG

MAINTENANCE
Standard LOF Service Oil Sump Capacity US gal (L) 25,000 mi 11.1 (42L) 35,000 mi 9 (34L) 35,000 mi 9.5 (36L) 25,000 mi 11.1 (42L) 35,000 mi 9.5 (36L) 25,000 mi 11 (42L) 30,000 mi 9 (34L) 30,000 9.75 (37L) 50,000 12 (45L) 25,000 mi 14 (53L)

WARRANTY
Base Emissions Comp Injectors 24 mo/ unlimited 24 mo/ unlimited 24 mo/ 150K mi 36 mo/ 300k mi 36 mo/ 300k mi 36 mo/ 300k mi 24 mo/ 250K mi 24 mo/ 250K mi 24 mo/ 250K mi 24 mo/ unlimited 24 mo/ unlimited 24 mo/ 150K mi 24 mo/ 250K mi 24 mo/ 250K mi 24 mo/ 250K mi 24 mo/ unlimited 24 mo/ unlimited 24 mo/ 100K mi 36 mo/ 300k mi 36 mo/ 300k mi 36 mo/ 300k mi 24 mo/ unlimited 24 mo/ unlimited 24 mo/ 100K mi 24 mo/ unlimited 24 mo/ unlimited 24 mo/ 100K mi 24 mo/ 250K mi 24 mo/ 250K mi 24 mo/ 125K mi

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Engine Comparisons

WHY WE CHOSE ADVANCED EGR...

Its all about taking the burden off the customer.
With continued tightening of EPA emissions, we knew keeping our customers best interests in mind would lead us to the right solution. First in 2004, then in 2007 and now, as we set out to meet the 2010 standards, were challenged to keep the burden of compliance as our responsibility, not place it on those who own and operate our vehicles. Today Navistars proud to stand behind the approach weve been developing for nearly a decade: advanced EGR.

WHY YOU SHOULD, TOO.

Advanced EGR means less hassle.
Navistar believes that advanced EGR is the better way. Thats why were introducing Advanced EGR, our advanced EGR technology, built into every Maxxforce Engine. Why Advanced EGR? Plain and simple. It only requires one fuel diesel. So its business as usual for you and your maintenance staff. One fuel is the rst of many advantages of Advanced EGR: No new hardware to add No new training to operate and maintain No need to worry about the impact of extreme uid temperatures No need to build and maintain urea storage on your site

Advanced EGR makes sense.

Next year youll have two choices when you purchase a bus: a bus that reduces emissions in the engine cylinder (Advanced EGR), and a vehicle that reduces emissions by adding a second fuel (urea) through an aftertreatment system (SCR). With the advanced EGR solution, operating and maintenance requirements dont change. Compare this to the SCR solution, where changes include signicant add on after-treatment equipment, additional attention from your drivers and new maintenance and servicing requirements for your technicians. With SCR, the burden on you is clear, and thats why we believe advanced EGR just makes sense.

Truth is, its better for the bottom line.

Handling emissions through Advanced EGR is a more economical option. The fuel costs for the two emissions solutions are equivalent, but the real cost savings with Advanced EGR are what you dont have to plan for: driver and maintainer training, after-treatment maintenance and downtime risk associated with urea. Simply stated, when you choose Advanced EGR from Navistar, youre sticking with the bottom line you already know.

We looked to the future.

2010 is just another step in a long road to cleaner vehicles. Therefore, we set out to develop a solution that works for not only today, but is the right technology solution for tomorrow. And some of our European counterparts are also following the same path, introducing EGR based systems after years of experience with SCR. Its a sign that customers are demanding a better way.

Theres no doubt Advanced EGR is the right choice.

And thats something we are certain of, because even after endless hours of design, engineering and development Advanced EGR still makes sense. The only question now is how will you comply in 2010? Will you put the burden on you, your technicians and staff? Or will you make the choice and go with the only bus manufacturer that requires you to do absolutely nothing? Advanced EGR from Navistar. It just makes sense.

The green factor.

2010 compliance centers on vehicle emissions, and there are two ways to get there. Which approach is truly greener? Both advanced EGR and SCR comply with emissions standards, but the carbon footprint of each should be considered as well. Think about all the necessary energy required for the production, distribution, infrastructure, and the manufacturing for a solution that requires a new second fuel versus advanced EGR, which requires no fueling changes whatsoever. With this in mind, the green factor just added more support to our decision.

Specications, descriptions and illustrative material in this literature are as accurate as known at time of publication, but are subject to change without notice. Illustrations may include optional equipment and accessories and may include all standard equipment. International, the International Diamond logo, International ProStar, WorkStar, TranStar, Acteon, Sprint and MaxxForce International Diesel Power and the MaxxForce logo are registered trademarks of Navistar, Inc. or its subsidiaries. Caterpillar, CAT, Freightliner, Detroit Diesel, Cummins, Mercedes-Benz, Volvo, Mack, Peterbilt, Kenworth, Toyota Hino, Duramax, Scania and MAN are registered trademarks or their respective corporations. AdBlue, ISB, ISC, ISM, PX-6 and PX-8 are product trademarks of their respective corporations. Produced and Printed the U.S.A. by Navistar Engine Group 2008 Navistar, Inc., Warrenville, IL 60555

CGE 631 1.5M

MF_Advanced_EGR_Book[p].indd 20

12/17/08 10:14 AM