Technical Paper

Development of Tier3 Engine ecot3

Hideki Karino
Hatsuo Andou
Hirofumi Takanuki

The ecot3 engines were developed to meet the Tier3 emission regulations and introduced into the market as
Komatsu engine series. The new technology and components were developed and built in to overcome the more
hard emission regulation and noise requirement, keeping the better performance, reliability and durability
than the current engines. The background of the development and technical features are described below.

Key Words: diesel engine, environmental friendliness, Tier 3, electronic control, common rail system, EGR
system

1. Introduction
Because of their high fuel versatility and high efficiency,
diesel engines are used in a wide range of industries as
motive power sources. On the other hand, their impact on
the environment and organisms has been pointed out, and the
situation surrounding diesel engines is approaching a major
turning point.
Against this backdrop, exhausted gas regulations are being
tightened throughout the world year after year on diesel
engines, also for the construction machinery. Regulatory
levels centering on the U.S.A., Europe and Japan as three
poles in particular are leading the trend for exhausted gas
regulations on diesel engines for the construction and mining
equipment.
Komatsu has developed and put on the market the “ecot3”
(ecology & economy - technology3) engine series that meets
the Tier 3 exhausted gas regulations of the U.S.A. EPA and
European EU that were enforced in January 2006 and a
system for the designation of construction machinery and the
on-/off-road Tier 3 exhausted gas regulation in Japan
scheduled to be enforced in October 2006. The engine has
already been put into operation in the construction equipment
and mining markets. This report overviews the Komatsu
ecot3 medium/large engines that meet Tier 3 exhausted gas
regulation and their technical features.
2. Trends of Emission Regulations on
Engines for Construction Machinery
As mentioned above, emission regulations on diesel
engines for construction equipment are the so-called Tier 3
regulations in Europe and U.S.A. and the construction
machinery designation system on-/off-road Tier 3 exhausted
gas regulation in Japan.
Trends of exhausted emission regulations in the U. S. A.,
Europe and Japan summarizing year-on-year changes are
presented in Fig. 1. Fig. 2 plots NOx + NMHC and PM
emissions on the axes of ordinates and abscissas as trends of
the EPA regulations from Tier 1 to Tier 2, Tier 3 and Tier 4 as
a typical example. Macroscopically, the regulatory phases
become stricter every 3 to 5 years. The principal regulatory
values on nitrogen oxides (NOx) and suspended particulate
matter (PM) have been required to be reduced by about 30%
in level. Comparing the regulatory level in 1996 and the
EPA Tier 3 regulation enforced in 2006 spanning a period of
about ten years, exhausted gas emissions have been reduced
to about 1/3 and will be reduced to about 1/20 in a span of
about 20 years when the Tier 4 regulation is enforced.

2006 ① VOL. 52 NO.157 Development of Tier3 Engine ecot3

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 ☆ Output in gross

Area ☆ Output division

kW ,(PS) 01
Regulatory value NOx/HC/PM (g/kW･h)

02
Year enforced
03 04 05 06 07
*: NOx + NMHC

08 09 10 11 12 13 14 15 16 17
An overview of the technical trends incorporated in the
37<=kW<272 9.2/1.3/-
9.2/1 .3/- 37 75kW:7.0/1
37∼75k :7.0/1.3/0.4
.3/0.4
engine series to meet the exhaust gas emission regulations is
Construction machinery

Tier 3 and after being under study

(50∼370) Tier 1 75∼130k
75 130kW:6.0/1.0/0.
:6.0/ 1.0/0.3
designation system

130∼560
130 560kkW:6.0/1.0/0
:6.0 /1.0/0.2
.2

272<=kW<=560
(370∼761)
Enforced beginning Tier 2 Time to enforce decided after examining penetration rate outlined in Fig. 4.
The combustion temperature inside the cylinders needs to
19<=kW<37 6.0/1.0/
6. 0/1.0/0.4
0.4
Specified special vehicle

4.0/0.7/
4. 0/0.7/0.3
0.3
Japan

37<=kW<56

56<=kW<75 4.0/0.7/
4. 0/0.7/0.25
0.25
be lowered to curb the oxidation of nitrogen to reduce the
75<=kW<130 3.6/0.4/
3. 6/0.4/0.2
0.2

130<=kW<560 3.6/0.4/0.
3.6/ 0.4/0.17
17 nitrogen oxides (NOx). As a means to accomplish this, the
7.0/1.3/0.
7.0/1 .3/0.40
40 4.0/0.7/
4. 0/0.7/0.3(3
0.3(37-
7-56kW)
engine has undergone changes from being a super charging
Specified special vehicle

37<=kW<75
(50∼102) 4.0/0.7/
4. 0/0.7/0.25(
0.25(56-
56-75kW)
75<=kW<130 6.0/1.0/0.
6.0/1 .0/0.30
30 3.6/0.4/
3. 6/0.4/0.2
0.2
(102∼177)
130<=kW<560
(177∼761)
6.0/1.0/0.
6.0/1 .0/0.20
20
Enforced 2003
3.6/0.4/0.
3.6/ 0.4/0.17
17 engine (S) to an engine with a water-cooled aftercooler (SA),
37<=kW<56
(50∼76)
56<=kW<75 9.2/-/-
*7.5/0.40
7.5/0. 40

*7.5/0.
7.5/0.40
40
*4.7/0.30(
4.7/ 0.30(o
*4.7/0.40(
opt.1)
4.7/ 0.40(o
*4.7/0.40
4.7/ 0.40
opt.2)
*4.7/0.
*4.7/0.0
4.7/0.03(o
7/0.03(o
03(opt.1)
3(opt.2)
1)
and an air-to-air air-cooled aftercooler (SAA). Almost all
(76∼102)
75<=kW<130
(102∼177)
Tier 1 *6.6/0.30
6.6/ 0.30 *4.0/0.30
4. 0/0.30
3.4/0.19
3. 4/0.19/0.02
/0.02
Tier 4 (transition period)
0.40/0.
.40/0.19/0.0
19/0.02
Tier 4 engines in the ecot3 engine series have an air-cooled
aftercooler. The nitrogen oxides have been further reduced,
130<=kW<225 9.2/1.3/0.5
9.2/1 .3/0.54 *6.6/
6.6/0.20
0.20
USA

(177∼306) Tier 2 2.0/0.19

2. 0/0.19/0.02
/0.02
225<=kW<450 *4.0/0.2
4 .0/0.20 Tier 3 Tier 4 (transition period) .40/0.19/0.
0.40/0 .19/0.02
02
Tier 4
by technology to improve combustion through multi-
(306∼612)
*6.4/0.20
6.4/ 0.20
450<=kW<=560
NRTC transient
(612∼761)

injection and optimizing the injection timing, and by

560<kW *6.4/0.2
6 .4/0.20 3.5/0.
.5/0.19/0.0
19/0.04
(761∼) 9.2/1.3/0.5
9.2/1 .3/0.54 Tier 2 3.
3.5/0.4/
5/0.4/0.1
0.1 Tier 4
560<kW<=900
Tier 1 Tier 4 (transition period)
0.67/0
.67/0.19/0.
.19/0.03
03

adopting cooled exhaust gas recirculation (EGR). The

(761∼1224)
900<=kW 0.67/0.4
0. 67/0.4/0.1
/0.1
(1224∼)
37<=kW<56 9.2/0.85
9.2/0 .85 7.0/1.3
.0/1.3/0.40
/0.40 *4.7/0.40
4.7/ 0.40 *4.7/0.
4.7/0.025
025
(50∼76)
suspended particulate matter (PM) have been reduced by
Europe

56<=kW<75 *4.7/0.40
4.7/ 0.40
(76∼102) 3.3/0.19
3. 3/0.19/0.02
/0.025 0.40/0.1
0. 40/0.19/0.02
9/0.025
75<=kW<130
(102∼177)
130<=kW<560
9.2/0.70
9.2/0 .70
Tier 1
9.2/1 .3
9.2/1.3
6.0/1.0/0.3
6.0/1 .0/0.30

6.0/1.0/0.2
6.0/1
Tier 2
.0/0.20
*4.

*4.0/0.2
4.0/0.30

.0/0.20
0/0.30
Tier 3A
2.0/0.19
Tier 3B

0/0.19/0.025
/0.025
Tier 4
NRTC transient shortening the injection duration, by making the particle size
0.40/0.19
0.4 0/0.19/0.025
0.025
(177∼761) 0.54
0.5
of injection particles finer and by improving combustion
Fig. 1 Worldwide emission legislation through electronic controlled, a high-pressure injection
system and an improved injector nozzle.
0.8
Emission Regulations
0.7 U.S. EPA (130kW - 560kW) Emission Regulations
PM g/kWh U.S.EPA(225kW-560kW/306ps-762ps)
0.6 Tier1
0.8
0.5 ● SAA <- SA <- S
PM [g/kWh]

Reducing gas
● Timing delay
0.4 temperature
0.6
0.3 Tier 1
Tier3 Tier2 ●Cooled EGR
Reducing
0.2 ●Multiple injection
0.4 injection term
US/EU:NOx+HC:4.0
0.1 (Tier4) : PM :0.2 ●High pressure injection
● High flow nozzle
0 0.2
Tier 2
0 1 2 3 4 5 6 7 8 9 10 11 12 Tier 3
NOx + NMHC [g/kWh] (Tier1,Tier4は、NOx，HCは単独規制。
図中は、それらの加算値を記載。） 0.0
(NOx and HC are regulated individually in Tier 1 and Tier 4. 0 2 4 6 8 10
The values in the diagram show values added.) JP :NOx : 3.6 US : NOx+HC:6.4
NOx (+HC) g/kWh
:PM :0.17 JP/EU : NOx :6.0
Fig. 2 History of NOx and PM emission levels
Fig. 4 Technologies incorporated for emission reduction
3. Development of ecot3 Engine Series
3.1 Outline of ecot3 Engine 3.2 Objectives for Development of the ecot3
Komatsu is currently developing, manufacturing and Engine Series
selling industrial diesel engines ranging from 3.3 L to 78 L. 1) Compliance with Tier 3 exhaust gas regulations of the U.
S. A., Europe and Japan
As mentioned above, new exhaust gas regulations have been
2) Equal or higher engine performance (output and fuel
and will be enforced in the U. S. A., Europe and Japan in
consumption) compared with existing machines
2006 and 2007. The medium to large ecot3 engine series 3) Quietness to comply with the EU noise regulation on
ranging from 11.0 L to 23.2 L is described below as part of construction equipment
the series that ranges from 3.3 L to 23.2 L developed tuned to 4) Reliability and durability as industrial engines for
the enforcement of these regulations and complying with the construction equipment and other machines
Tier 3 exhaust gas regulations on 560 kW and below. Displacement L 3.3 4.5 6.7 8.3 11.0 15.2 23.2
Bore mm 95 107 107 114 125 140 170
Fig. 3 plots the displacement and output of the ecot3 Emission level Tier3
engine series. Fuel Injection System New　Heavy Duty Common Rail
Engine control Electronic
23.2L
EGR None Cooled EGR System
Emission level Tier2
15.2L Fuel Injection System Conventional mechanical pump Common Rail EUI
11.0L Engine control Mechanical Electronic
EGR None
8.3L

6.7L Fig. 5 Principal technologies incorporated in the ecot3

4.5L
engine series
3.3L
To accomplish these development objectives, as shown in
0 100 200 300 400 500 600
kW Fig. 5, the medium to large ecot3 engine ranging 11.0L to
Fig. 3 Komatsu ecot3 engine series 23.2L equips the next-generation electrically controlled

2006 ① VOL. 52 NO.157 Development of Tier3 Engine ecot3

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high-pressure common rail injection system and the newly 4.2 Heavy-duty Common Rail Injection
developed electrically controlled cooled EGR system. Fig. System
6 shows the view of a medium 15.2-L engine. The ecot3 engine series equips the electronically con-
trolled common rail injection system in its entire engine
models.
The common rail injection system allows not only high-
pressure injection, but also a high flexibility of injection
timing and multi-injection, offering the highest potentials
among various injection systems. From early on, Komatsu
has been equipping the common rail injection system in its
high-speed diesel engines for the construction equipment.
Making further improvements based on reliability and
durability that have been achieved, the series features a
system with a maximum injection pressure of 160 MPa.
Fig. 6 SAA6D140E-5 engine in the ecot3 series Fig. 7 shows the newly adopted heavy-duty common rail
system. Fig. 8 shows performance improvement obtained
4. The ecot3 Engine Technology by applying multi-injection using the common rail injection
system. Multi-injection has improved fuel consumption by
The ecot3 engine technology has been a key technology
about 2% without deteriorating the PM level, while the NOx
for the engine to comply with Tier 3 emission regulations
level is unchanged.
and to meet the latest worldwide exhaust gas emission regu-
lations, at the same time ensuring equal or higher engine
performance (output and fuel consumption) compared with
existing machines, which is a development objective as men-
tioned above. The newly developed ecot3 technology is
described below.
4.1 Electronic Control System
The new ecot3 engine series equips the electronically con-
trolled common rail injection system as a full-line electronic
control system.
The electronic control system equips an entirely new ECM,
which has been developed to upgrade a memory capacity
about 10 times and more pins of about 1.5 times those of the
conventional ECM, to meet higher engine performance.
The total vehicle control technology of Komatsu as a leader Fig. 7 Heavy-duty common rail fuel injection system
in construction equipment and industrial machines has been
fully utilized in developing the electronic control system.
Multi-injection
ﾏﾙﾁ噴射 Single injection
ｼﾝｸﾞﾙ噴射
This has enabled the development of ECM hardware and Load A
負荷A △ ▲
Load B
負荷B □ ■
software common to small and large engines. Enhanced Load C
負荷C ○ ●
0.30
common design among engines and among vehicle applica-
0.25
tion series has assured the provisioning of more uniform
0.20
interfaces to users. The common design has also been veri-
PM [g/kwh]

Main injection only

0.15
fied by quality checks totaling 100,000 hours to ensure dura-
0.10
bility and reliability to fully meet customer expectations Multi-injection
0.05
under various environmental conditions and in various (pilot+main+post)

usages. 0.00
2.0 2.5 3.0 3.5 4.0 4.5
In functions, control of confounding with VCM (vehicle 172

computer) is conducted by high-speed CAN communications

168
BSFC [g/PSh]

3 g/kWh

in conjunction with engine control including control of the Main injection only
common rail injection system and EGR system. Interfaces 164

that can be connected to the KOMTRAX system are also 160

Multi-injection
(pilot+main+post)
provided.
Torque-based control is adopted in engine control to ease 156
2.0 2.5 3.0 3.5 4.0 4.5
confounding control with the vehicle, and the development BSNOx [g/kwh]
time has been shortened by changing the software to
model-based software using Matlab/Simulink.
Fig. 8 Performance improvement by multi-injection
(SAA6D140E-5)

2006 ① VOL. 52 NO.157 Development of Tier3 Engine ecot3

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 In incorporating the common rail injection system into the
entire engine series, quality verification was performed with
various test codes required for construction equipment fully
utilizing the experience gained and technology used with
Tier 2 emission engines. Improvements have been made in
minute detail to perfect a system that can be called a
heavy-duty specification.
4.3 ecot3 Combustion System
High priority was given to the development of a
combustion system in developing the new engine that meets
Tier 3 exhaust gas regulations. The EGR technology
widely used in truck engines and other engines reduces
emissions and is a very effective technology for emission
reduction as well as for fuel economy. On the other hand,
cost increases for EGR coolers and valves and other parts for
this technology are a negative factor, especially for small Fig. 10 Example of 3D simulation for design of
combustion parameters
engines.
As mentioned above, small engines in the ecot3 engine A good balance between emission reduction and low fuel
series adopt a new combustion system for high performance consumption, which are incompatible elements, is achieved
and compliance with emission regulations by upgrading the by effectively utilizing the multi-injection shown in Fig. 11
injection performance through the electronic control com- as the basic concept of injection as against the basic concept
mon rail and through the development of combustion tech- of combustion. As shown in Fig. 12, the performance of
nology while maintaining cost competitiveness. Medium to the Tier 3 SAA6D140E-5 engine that has been achieved is
large engines, with which fuel consumption is a very impor- satisfactorily low in NOx and PM level compared with the
tant factor, are installed with an EGR system, which is Tier 3 emission regulation levels, while achieving lower fuel
described in the following, to feature low fuel consumption consumption over the Tier 2 engine.
as a marketing strategy over competing machines.
The basic concept of the new combustion system reduces
NOx by curbing the development of flames in the early stage PM reduction PM reduction
of combustion as plotted in the heat release pattern inside the NOx reduction Improved BSFC HC reduction

cylinder shown in Fig. 9 to control the rise of the maximum

temperature inside the cylinders. Instead, diffusion com-
bustion in the final stage of combustion is activated to reduce
PM, and high engine performance is accomplished by sig-
nificantly reducing the combustion duration. In this tuning,
3D simulation was used to efficiently design the combustion
chamber shape and injector specification (Fig. 10). Fig. 11 Typical injection control concept of the ecot3 engine

245
8mode BSFC [g/kWh]

Tier 2
Tier 3
240
5　g/kWh
235
Rate of heat release

230
Rated BSFC [g/kWh]

225
Tier 2
220 Tier 3

215
2 3 4 5 6 7
8mode NOx [g/kWh]

Crank angle Fig. 12 Example of performance change from Tier 2 to Tier 3

(SAA6D140E-5 engine with EGR, modified combustion,
Fig. 9 Concept of the new combustion system air-cooled aftercooler and heavy-duty common rail)

2006 ① VOL. 52 NO.157 Development of Tier3 Engine ecot3

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 4.4 Turbocharger and Air-to-Air Charged
Air Cooling System
Another important trend of emission control technologies
of engines for construction equipment is the adoption of the
air-to-air supercharging cooling technology that is also
extensively adopted in truck engines. This technology is
intended to increase the mass flow of air that is suctioned
into the power cylinders of the engine and to lower the intake
air temperature. Fig. 13 shows an engine that is equipped
in the hydraulic excavators of Komatsu. This system
lowers the temperature of the hot air super charged by the
turbocharger to the required temperature by a heat exchanger
(air-to-air). The system achieves a low combustion tem-
perature and low NOx.
Fig. 13 KOMATSU SAA6D140E-5
Fig. 14 shows the visualized calculation results of the
hydraulic excavator airflow using CFD for a forecast of
efficiency of the air-to-air system. Unlike trucks that cool
the engine by the ram effect, diesel engines for construction
equipment involve both machine noise regulation and heat
balance, making the study and verification of airflow a very
important element.
Fig. 14 CFD model for airflow visualization
2006 ① VOL. 52 NO.157 Development of Tier3 Engine ecot3
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Komatsu has established viable reliable and durable tech-
nology in a severe condition over many years in its KTR
turbocharger series that has been developed and manufac-
tured by Komatsu. Recently, Komatsu has developed a
turbocharger, KTR90, for medium engines, to expand the
product lineup in the series (Fig. 15). A high-pressure ratio
vs. high efficiency is achieved in Tier 3 by optimizing the
compressor backward angle and inlet recirculation to achieve
both high output and good combustion characteristics, also
when EGR is installed.
Fig. 15 Newly developed KOMATSU KTR90 turbocharger
4.6 Twin-valve EGR System
A new cooled EGR system has been developed and
equipped in medium to large engines 11.0 L or larger. Fig.
16 shows the appearance of the 15.2L SAA6D140E-5 engine.
In addition to the electronically controlled high-pressure
common rail system mentioned above, a hydraulic drive
electronic control cooled EGR system of Komatsu’s unique
twin-valve bypass assist type has been developed to meet the
Tier 3 exhaust gas regulations and to obtain performance
equal to or higher than that of existing machines.
Venturi
Bypass
valve
EGR cooler EGR valve
Fig. 16 Appearance of SAA6D140E-5 engine
 Fig. 17 shows the configuration of the EGR system. A Additionally, new evaluation test codes have been developed
hydraulic drive electronic control valve uniquely developed and added to evaluate the new injection system and EGR
by Komatsu is adopted as a twin-valve system consisting of system, and tests to adequately verify the reliability and
an EGR valve and bypass valve and an optimal EGR rate to durability of the new technologies have been conducted.
accomplish performance of high efficiency in the entire Furthermore, to meet these test codes, the development
engine operating region from a low speed to the rated output activities included the development of a high-efficiency fuel
point has been developed tuned to usage of construction filtration system, a special stainless steel EGR cooler that is
equipment. A venturi mechanism is adopted to achieve a fully durable against high-sulfur fuels (max. 5,000-ppm
high EGR rate and uniform EGR gas. An example of fluid sulfur level for off-road vehicle fuels in North America in
analysis conducted to optimize design of the venturi 2006) and the hydraulic drive electronic control EGR valve
mechanism is shown in Fig. 18. of Komatsu’s unique design mentioned above.
As a result, the ecot3 engine series has demonstrated that
it is fully reliable and durable in all severe environments and
Ａｉｒ
Ｃｌｅａｎｅｒ Ｍｕｆｆｌｅｒ under all operating conditions expected for industrial engines
in construction equipment and other machines.
Ｔｕｒｂｏ
Ｃｈａｒｇｅｒ
Regarding main revolution systems such as the pistons,
improvement has been made with the piston-cooling nozzles
EGR Valve EGR Cooler and piston rings to make these systems that have enjoyed a
high reputation more reliable and durable. Higher
After
durability could also be achieved in a scheme that combines
Cooler
EGR.
Exhausted The cast iron monocoque piston (FCD piston) of
Intake manifold manifold
排マニ
Venturi 吸マニ
Komatsu’s unique design, which is one of the principal
Engine
components, is shown in Fig. 19.
With the characteristic of high performance and high
strength, new combustion system described above has been
Bypaｓs achieved without reducing the durability.
Ｖalve

Fig. 17 Twin-valve EGR system

Fig. 18 Example of fluid analysis for the venturi mechanism

Fig. 19 FCD piston and combustion chamber

5. Noise
In Europe, beginning 2006, the EU Stage 2 Noise 7. Conclusion
Regulation will be enforced with construction equipment.
The features and emission reduction technology of the
For this reason, quietness of the engine body was an
newly developed ecot3 diesel engine series for construction
important development target in developing the new engine
equipment compliant to the Tier 3 regulations are described.
series.
The emission reduction technology of diesel engines for
Combustion noise of the engine has been reduced through
construction equipment is entering an extremely important
pilot injection by the electronically controlled common rail
innovation period insofar as combustion improvement
system.
technology is concerned. In terms of the energy density
The efficiency of the vehicle cooling system has been
and overall energy efficiency required for construction
enhanced by combining a large hybrid fan and hydraulic
equipment, diesel engines will not soon be easily replaced by
drive control, minimizing the total noise of the vehicle.
other motive power sources. However, one thing is certain
at all times. It is most important not to forget the mission to
6. Reliability and Durability continue minimizing impact on the global environment and
In the development of the new ecot3 engine series, all to build machines that are better and higher in efficiency.
Komatsu’s quality verification codes for industrial engines In this sense, it is firmly believed that the development
that have been implemented in the past have been met. concept of this engine that always pursues low fuel

2006 ① VOL. 52 NO.157 Development of Tier3 Engine ecot3

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consumption matches the needs of society and gains the
satisfaction of the customers in their use.
It has been about one year since it was introduced to its
market, and we expect to start getting the various evaluation
results of market. While paying attention to such information
in market, we would be ready to respond as quickly as
possible by means of “Reporting, Contacting, Consulting”
when problems occur.

References:
1) engine TECHNOLOGY April 2006
State-of-the-art technology of “Komatsu ecot3 engine”

Introduction of the writer

Hideki Karino
Entered Komatsu in 1972.
Engine Design 6,
Industrial Power Alliance Ltd.

Hatsuo Andou
Entered Komatsu in 1983.
Engine Design 6,
Industrial Power Alliance Ltd.

Hirofumi Takanuki
Entered Komatsu in 1991.
Engine Design 6,
Industrial Power Alliance Ltd.

[A few words from the writer]

It is important to continue working on the technology to
comply with exhaust gas regulations for diesel engine. By using
the accumulated knowledge to comply with “Tier1 to Tier2 to
Tier3,” the writers would like to keep on challenging to comply
with Tier4, which is much higher hurdle.

2006 ① VOL. 52 NO.157 Development of Tier3 Engine ecot3

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