Tier 4 Interim Engines

TLB840, TLB890 & TLB990 Changes & Aftertreatment

Issue Date: 01-May-2013

Model: T4 Perkins Engines
Language: English (en)
Revision No. 1.0
Original Instruction
 2
Training Material Copyright ©
For further information on the subject mater detailed within this training book, please refer to Terex
United Kingdom Limited, Workshop Manuals, Operators Manuals and Product Parts Books.
Alternatively, please contact:
Customer Service Department
Terex United Kingdom Limited
ProLogis Park
Coventry, CV6 4BX
Tel; +44(0) 2476 339 660
Email. cov.servicedesk@terex.com

The Illustrations, technical information, data and descriptive text in this manual, to the best of our
knowledge, were correct at the time of print. The right to change specifications, equipment and
maintenance instructions at any time without notice, is reserved as part of the Terex United Kingdom
Limited policy of continuous development and improvement of the product.
No part of this publication may be reproduced, transmitted in any form – electronic, mechanical,
photocopying, recording, translating or by any other means without prior permission of Customer
Support Department – Terex United Kingdom Limited.
Please refer to TEREX Specification Sheets or consult Factory Representatives to ensure that
information is current.
 3

Document Change Detail Date

Version
Rev 1.0 Original document 1st May 2013
 4

What has changed in/on the engine?

•The connecting rods for the pistons – these now have fractured journals, rather
than machined.
• Four valves per cylinder, with hydraulic tappets.
• Open Crankcase Ventilation (OCV) Filter.
• Common rail fuel injection – Very high pressure injection 29000psi
• Electronic engine control - ECU

• Alternator fixed mounted with Automatic Cooling Belt Adjuster.

• Low Temperature Aftertreatment including:

• NOx Reduction System (NRS).
• Catalyzed Diesel Particulate Filter (CDPF).
 5

‘Off Road’ Industrial – Ever Cleaner Engines

0.50

0.45
1980’s
0.40 Tier 3: 56skW <75
Particulate
0.35
Matter (PM)
PM
0.30 Tier 3: 75skW <130 0.6g/kWh
(g/kWh) 0.25

0.20 Tier 3: 130skW <560

0.15 Tier 4B: 56skW <560 Oxides of

0.10 Tier 4A: 56skW <130 Nitrogen
Tier 4A: 130skW <560
0.05 (NOx)
0 10.00g/kWh
0 1 2 3 4 5 6

NOx: NOx + HC (g/kWh)

 6

Electronic Engine Benefits:

• Improved fuel consumption
• Machine protection
• Easy servicing and fault diagnostics
• Help to meet emissions legislations
• Better engine ‘responsiveness’. Adjustable ‘Ramp Rate’
• Improved torque, different torque curves available
• Improved reliability and engine parameter monitoring
• Integration into machine design
• Configuration flexibility
• Programmable Logic Controllers can be used to control the engine
 7

Never Forget they are Diesel Engines

• Electronics gives control!
• They need a good flow of clean air and fuel
• Also needs Compression!
 DPS Differential Pressure Switch
8

1200 Series Fuel Schematic FTS

WIF
Fuel Temperature Sensor

Water In Fuel Switch

Pump Front Seal
Mitigation Valve RPS Rail Pressure Sensor
Secondary Filter (0.6mm orifice
drilling) HP Pump
(on-engine) RPS

SCV
DPS

(Opt)
Feed
Pump

ECM
(Opt. Fuel Pressure
Cooled) Limiter Valve

Filter
FTS
WIF

TP inlet
Primary Filter with water
regulator
separator

Steel
pipe

Fuel Tank +

- Electric lift pump

Typical Customer connection
assembly
100/70 micron inline screen locations
 9

Fuel Consumption (average)

800 1000 1200 1400 1600 1800 2000 2200
rpm rpm rpm rpm rpm rpm rpm rpm
Load
g/kWhr

g/kWhr

g/kWhr

g/kWhr

g/kWhr

g/kWhr

g/kWhr

g/kWhr
l/hr

l/hr

l/hr

l/hr

l/hr

l/hr

l/hr

l/hr
25% 270 2.5 253 3.7 248 5.0 249 6.2 262 7.2 274 8.3 286 9.5 311 10.3
Type of 50% 232 4.3 222 6.5 226 9.1 227 11.2 231 12.8 233 14.2 237 15.7 249 16.5
Operation 75% 223 6.2 221 9.7 221 13.3 222 16.4 220 18.3 223 20.3 225 22.3 231 22.9
100% 229 8.5 224 13.1 225 18.0 217 21.4 213 23.6 217 26.4 220 29.1 224 29.7

Tier 3 Tier 4
Fuel spec. (sulfur ppm) 500 ppm 15 ppm (EU=10 ppm)
Bio fuel B20 B20
Fuel consumption ---- up to 6% improvement
Rec Lube Oil Spec CI-4 CJ-4
Min Lube Oil Spec CG-4 CH-4
 10

Ultra Low Sulfur Diesel (ULSD) Fuel

Engines meeting Tier 4 regulations require the use

of Ultra Low Sulfur Diesel (ULSD) fuel.

Tier 3 engines use low sulfur diesel fuel rated at

500 ppm (parts per million).

In contrast, Tier 4 engines requiring Ultra Low

Sulfur Diesel (ULSD) cannot use fuel with greater
than 15-20 ppm of sulfur.

ULSD fuel is suitable for all Perkins diesel engines.

 11

Emissions Technology
The principle behind on-engine emissions technology is
relatively simple.
If you better control the combustion process, you lower
peak combustion temperatures and significantly reduce
emissions.

Perkins utilizes a modular system design that makes it

easier to integrate and install the Tier 4 engine system
in both machine and commercial applications. The
aftertreatment module contains the key aftertreatment
components necessary for a Tier 4 interim engine to
meet the emissions standards.

Aftertreatment devices, specifically diesel particulate

filters and diesel oxidation catalysts, are being added to
help meet Tier 4 non-road emissions regulations.

Aftertreatment has been used to help meet on-highway

regulations for several years.
 12

Internal combustion engines emit four major types

of emission:-
Oxides of nitrogen (NOx), Particulate matter (PM),
Hydrocarbons (HC), and Carbon monoxide (CO).

NOx are highly reactive gases that form when fuel is

burned at high temperatures with excess air. It is
primarily composed of nitric oxide (NO) and nitrogen
dioxide (NO2).
PM is a mixture of solids and liquids the might
include soot from incomplete combustion, Soluble
organic fractions (SOF) from fuel and lubricating oil,
and inorganic sulfates, phosphates and carbonates
from lubricating oil additives.
HC are the results of unburned fuel and lubricating
oil. HC are regulated as either Total hydrocarbon
emissions (THC) or Non-methane hydrocarbon
(NMHC).
CO is an odourless and colourless gas that is the
result of incomplete combustion, primarily from lack
of sufficient oxygen in the engine cylinder.
 13

Aftertreatment Components

The aftertreatment components on an engine may

include a Diesel Oxidation Catalyst (DOC) and
either a Diesel Particulate Filter (DPF) or a
Catalyzed Diesel Particulate Filter (CDPF).

The use of any one or combination of these

devices depends upon the engine. Frequently, the
DOC and DPF or (CDPF) occupy the same
canister.
In those cases, the exhaust stream flows through
the DOC before reaching the particulate filter.
 14

Emission Solutions
Diesel oxidation catalyst (DOC)
The diesel oxidation catalyst (DOC) is an
aftertreatment that oxidizes hydrocarbons (HC),
carbon monoxide (CO), odour causing compounds
and the soluble organic factions (SOF) of particulate
matter. SOF is comprised primarily of unburned
diesel fuel and engine oil that have attached to HC.

The Diesel oxidation catalyst (DOC) is a ceramic

substrate that is located in the inlet of the Diesel
particulate filter (DPF) canister. The substrate is
coated with a catalytic washcoat which produces a
chemical reaction that oxidizes hydrocarbons (HC),
carbon monoxide (CO), and soluble organic
fractions (SOF). The catalytic process effectively
reduces these emissions.
 15

Diesel Particulate Filter (DPF)

The Diesel Particulate Filter (DPF) is used solely to

capture particulate matter (PM) in the exhaust,
especially soot and ash.

Soot is made up of carbon particles formed from

incompletely combusted diesel fuel and engine oil.

Ash is a non-combustible residue that comes from a

variety of engine oil additives.

The diesel particulate filter reduces particulate

emissions in the exhaust by up to 90%. These filters
have a cellular structure using an alternating pattern of
channels that are open at one end and closed at the
other.
 16

Diesel Particulate Filter (DPF)

The DPF uses a ‘Wall Flow’ design, whereby the

exhaust stream enters the open end channels and is
blocked from exiting at the other end. This forces the
gases to flow through the pores of the cell walls,
which act as filter elements. The filter end exhaust
then exits through the adjacent channels that are
open at the down-stream end.
Particulate matter that is too large to flow through the
pores collects on the channel walls.

On the 1204E engines the DPF core is made of a

ceramic material comprised mostly of cordierite, and
inexpensive mineral. Cordierite is used because of its
low coefficient of thermal expansion. These thermal
properties are important not only for withstanding
typical exhaust temperatures over long service life,
but to endure the high heat necessary to periodically
remove soot from the filter.
 17

Diesel Particulate Filter (DPF)

To maintain the filtering efficiency of the DPF, as well as engine

operating efficiency, soot that collects in the filter must be periodically
removed using a process called regeneration.

During regeneration, the internal temperature of a Diesel Particulate

Filter (DPF) is high enough to facilitate a chemical reaction that
converts the carbon-based soot trapped in the filter into carbon dioxide
and water. Depending on the engine, this process is accomplished
using either high temperature regeneration or low temperature
regeneration.

In addition to soot, the DPF also captures ash. Typically, ash consists
of an assortment if inorganic metal sulfates, phosphates, and
carbonates formed in the engine’s combustion chamber as a result of
burning additives found in engine lubricating oil. These oil additives
include detergents, acid neutralizers, dispersants, rust inhibitors, and
compounds added to improve the oil’s ability to resist wear and
extreme pressure. Oil additives are noncombustible and form an ash
residue captured by the DPF.
 18

Ash Servicing

When enough ash particulates have accumulated in the DPF, ash servicing is required. The ash
cleaning service procedure involves the removal of the filter and replacement by a genuine Perkins
clean remanufactured exchange filter. The old filter should be returned for reprocessing in same
packaging in which the replacement filter was received.

Perkins does not approve any other option, in particular distributors must not operate their own
clean exchange program where the DPF has not been returned to Perkins for cleaning. Cleaning
with non-approved process may not be effective, and may even cause damages to the filter.

EPA regulations establish a minimum maintenance interval of 4,500 hours for ash servicing on
engine >130kW (>175hp). The EU and Japan do not mandate any minimum service interval.
The 1206E-E66TA and the 1204E engines will not need ash servicing within the normal engine
overall life of 8,000 to 10,000 hours.

If the recommended ash service interval is exceeded, increased fuel consumption, reduced high
temperature regeneration interval, and higher than normal exhaust backpressure may result.
 19

Safety – Personal Safety Equipment

When handling a Diesel Particulate Filter or Diesel

Oxidation Catalyst, failure to wear the proper safety
equipment can result in personal injury.
 20

NOx Reduction System (NRS)

The NOx Reduction System (NRS) diverts a small

amount of gas from the exhaust system back
through a separate cooler and into the intake
manifold.
This gas has less oxygen than the boosted air and
thereby significantly lowers peak combustion
temperatures.
These lower combustion temperatures reduce the
formation of NOx in the cylinders.
Components of the system include:-
1. Exhaust Bellows
2. NRS Cooler
3. NRS Valve
4. Reed Valve Position
5. NRS Mixer
Not actual machine view
 21

NRS Cooler

The NRS Cooler is a heat exchanger located at the

beginning of the NRS. It cools exhaust gases using
jacket water from the engine.

Because of the high exhaust temperatures at the

exhaust manifold, a cooler is needed to reduce the
temperature of the recirculated exhaust gas.

The cooler the exhaust gas, the more effective it is

at lowering peak cylinder temperatures and
reducing NOx emissions.
 22

NRS Valve

To maintain optimum engine performance, the NRS

Valve regulates the precise amount of exhaust gas
that gets recirculated into the intake manifold for
combustion. The NRS Valve is an electronically
controlled and electrically actuated poppet type
valve mounted in a housing which incorporates a
differential pressure sensor and a temperature
sensor. This enable the ECM to accurately control
the mass of the exhaust gas flow through it.

Note: The actual valve mechanism (1) cannot be

serviced separately from the housing because of
the difficulty of removing and refitting it without
causing damage.
 23

NRS Venturi (Reed Valve)

The Reed Valve prevents reverse air flow in the

NRS circuit. The valve has thin stainless steel
shims or reeds that allow air to flow in one
direction, but close when the flow reverses. It is
similar to the reed valves previously used in 2
stoke motorcycle engines.
 24

NRS Mixer

The NRS Mixer blends the cooled exhaust gas with

boosted air prior to combustion. It comprises of a
perforated tube in the air intake duct just before the
inlet manifold. The exhaust is passed into one end
of the perforated tube and flows out through the
holes so that it is introduced evenly across the
intake air stream. The turbulent air flow in the Mixer
ensures the all cylinders are operating with a
similar composition of intake air.
 25

Open Crankcase Ventilation (OCV) Filter

Tier 4 regulations also include crankcase

emissions, which now count towards each engines
total emissions. To comply, the Open Crankcase
Ventilation (OCV) Filter was developed to serve two
purposes.
The first is to filter out particulate matter from the
blow-by gases to help reach emissions targets.
The second is to capture and drain oil mist that has
by passed the breather.

Blow-by gas from the crankcase oil separator (1)

enters the OCV filter inlet (2), carrying oil mist,
particulate matter, and fumes. Particulates are
captured by the serviceable filter element. Oil mist
condenses and is routed back to the crankcase
through the oil drain line (3), filtered gas is released
to atmosphere through the filter outlet (4).
 26

Low Temperature Regeneration

A Catalyzed Diesel Particulate Filter (CDPF) is

impregnated with a catalytic wash coat the
contains precious metals. This coating helps
facilitate the regeneration process.
On these engines, which are all rated below
130kW (175HP), the combustion process results
in a higher concentration of NOx.

These higher percentages of NOx in the exhaust

gases permit low temperature regeneration,
which is an ongoing process. The higher level of
NOx in the exhaust is an integral part of the low
temperature regeneration process.

The 1204E engine is equipped with an inlet

temperature thermocouple and two Radio
Frequency (RF) antennas. The RF antennas are
used fro soot load determination.
 27

Soot Sensing System

The soot sensing system is a key input in

determining the need for DPF regeneration.

The soot sensing system is comprised of the soot

monitor and coaxial cables that connect it to the
two RF antennas.

In most cases, the soot monitor is remotely

mounted to avoid exceeding temperature
limitations of the Soot Monitor.

RF Sensors in DPF

RF Sensor Control Unit

 28

How Soot Sensing Works

A radio frequency signal is sent from an antenna at

the inlet of the DOC to the other antenna at the
outlet of the DPF. The carbon in the soot absorbs
the RF signal. The received signal strength
weakens as soot accumulates in the filter. The
information from the soot monitor is then
communicated through the CAN datalink to the
engine ECM. The engine ECM translates the soot
monitor information into a soot load percentage.

Here are some important handling guidelines when working around the soot sensing system:
- The RF antennas are calibrated at the factory for each installation.
- When handling an RF antenna, be careful not to bend or damage the antenna. Proper alignment
of the antennas must be maintained to ensure system accuracy.
- DPF inlet and outlet geometry affects the accuracy of the soot signal.
- Be careful when handling the DPF, Damage to the substrate may effect the calibration of the soot
sensing system.
 29

DPF Inlet Temperature Sensor

The DPF Inlet Temperature Sensor, which is a

thermocouple, monitors exhaust gas temperatures
at the CDPF inlet and relays the data to the engine
ECM.

The ECM uses the temperature data, together with

information from the soot sensing system, to
determine when the use of the backpressure valve
is needed to raise the exhaust temperature to a
level sufficient for regeneration.
 30

Engine Sensors & Additional NOx Parts for our version of

the 1204 Perkins Engine
 31
NRS Cooler NOx Reduction System

Inlet Manifold
Temperature Sensor

Manifold Pressure Sensor

Camshaft Speed/Timing
Sensor

Atmospheric Temperature
Sensor
 Coolant Temperature Sensor Fuel Pressure Sensor Inlet Manifold Pressure Sensor Boost Pressure Sensor
32

Fuel Suction
Control Valve

Atmospheric
Fuel Temperature Temperature
Sensor Sensor

Engine Oil
Pressure Sensor

Crankcase Crankshaft
Breather Valve Speed/Timing Sensor
 Rocker Cover 33

NRS Exhaust
Inlet

NRS Valve

Temperature
NRS Mixer Sensor NOx

NRS Reed Valve

NOx Outlet
Pressure Sensors
 34

DPF Temp sensor Connection

Aftertreatment ID Device Module

NOx Pressure Sensors

 35
Exhaust CDPF

Turbo Charger
with Smart
Exhaust Back Wastegate
Pressure Valve
 36

Automatic
Cooling Belt
Tensioner