FPT Off-road F5 series

In construction equipment’s, constant innovation is key. Even as size requirements for compact vehicle grow more demanding, ever-higher productivity is needed on the fields. New technology boosts performance within existing layout constraints. FPT Industrial’s solutions increase engine displacement with no change in external dimensions. Better  turbocharger and piston designs bring more power and outstanding torque density for the F5 series. Our innovative products liberate resources by reducing costs and providing simpler maintenance over the lifecycle.  

COMPACT LAYOUT
EASE OF MAINTENANCE
HIGH FLEXIBILITY FOR OPTIMAL PERFORMANCE IN ALL WORKING CONDITIONS

F34-55kW

Cylinder Arrangement: 4L
Air Feeding: TCA
Displacement [liters]: 3.4
Injection System: ECR
Exhaust system: DOC+DPF
2200 rpm [kW]: 55

Emission: Stage V

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F36-61kW

Cylinder Arrangement: 4L
Air Feeding: TCA
Displacement [liters]: 3.6
Injection System: ECR
Exhaust system: Hi-eSCR2
2300 rpm [kW]: 61

Emission: Stage V

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F36-75kW

Cylinder Arrangement: 4L
Air Feeding: TCA
Displacement [liters]: 3.6
Injection System: ECR
Exhaust system: Hi-eSCR2
2300 rpm [kW]: 75

Emission: Stage V

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F36-90kW

Cylinder Arrangement: 4L
Air Feeding: TCA
Displacement [liters]: 3.6
Injection System: ECR
Exhaust system: Hi-eSCR2
2300 rpm [kW]: 90

Emission: Stage V

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F32MNSX00

Cylinder Arrangement: 4L
Air Feeding: TC I-EGR
Displacement [liters]: 3.2
Injection System: M
2500 rpm [kW]: 55

Emission: Stage lllA

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F32MNSX01

Cylinder Arrangement: 4L
Air Feeding: TC I-EGR
Displacement [liters]: 3.2
Injection System: M
2500 rpm [kW]: 61

Emission: Stage lllA

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F32MNTX20

Cylinder Arrangement: 4L
Air Feeding: TCA I-EGR
Displacement [liters]: 3.2
Injection System: M
2500 rpm [kW]: 65

Emission: Stage lllA

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Arrangement

L (in line)
V (90° "V" configuration)

Air Handling

TCA (Turbocharged with aftercooler)
TC (Turbocharged)
NA (Naturally Aspirated)

Injection System

M (Mechanical)
ECR (Electronic Common Rail)
EUI (Electronic Unit Injector)
MPI (Multi Point Injection)

Exhaust System

EGR (Exhaust Gas Recirculation)
SCR (Selective Catalytic Reduction)

Key Advantages F5

Features

New 3,6 L displacement with 14% higher power and 20% more torque vs. Stage IV. Torque density leadership (+15% than competitors’ avg.). 424 Nm output for 34

The lowest EGR rate in the market (<10%). No changes in engine and ATS dimensions nor in cooling package. 

Best in class 600h service intervals with one-side filters access. Maintenance-free HI-eSCR2 system.

Benefits

Higher output within same engine dimensions. Prompt engine response for all applications, also below 56kW.

20% reduction in ATS and urea tank dimensions for F36 above 56kW. Same installation for Stage IV and Stage V footprint.

Safe, easy and fast maintenance operations. Reduced operating costs & maximized vehicle uptime.

FPT's Stage V Solution

• High Productivity
• Reduced operating costs
• “For life” after-treatment systems
• Enhanced reliability
• Maximised uptime

High Performance
Best in class power and torque density. Machine uptime: no need to stop equipment for parked regeneration.

Low Operating Costs
Best in class fluid consumption. Maintenance-free after-treatment system: no replacement costs over lifecycle.

Ease of Use
Extended service intervals, no need to stop equipment during operation for parked regeneration.

Technological excellence and product innovation are at the core of FPT Industrial’s mission. We have focused our R&D activities in order to become the innovation leader in the industrial powertrain field and a go-to provider of the most advanced solutions with a low environmental footprint. Compliance with emission standards comes with minimal impact on vehicle architecture. HI-eSCR is a breakthrough technology bringing vast performance and efficiency benefits. This FPT patent makes the most of a 25-year, 1-millionunit experience. To comply with future Stage V standards, the second generation HI-eSCR2 builds competitive advantages, including best-in-class performance and low running costs.

During the combustion process, the chemical energy of the fuel is converted into mechanical energy. Because of the chemistry of combustion, several pollutants are produced, of which the most harmful are Nitrogen Oxides (NOx) and Particulate Matter (PM). Since 2011, when Tier4 Interim/Stage IIIB came into force, many efforts have been made to reduce such pollutants damaging the environment. Tier4 Final/Stage IV regulation, introduced in 2014, implied a further significant reduction of NOx (-80% Vs. Tier4 Interim/Stage IIIB levels) while PM was not affected by further reductions. Stage V, a new regulatory step, will be introduced in Europe starting from 2019/2020 depending on engine power level, further tightening the limits on PM emissions: admitted PM quantity will be reduced by 40% compared to Stage IV and a new limit will be introduced on the number of emitted particles (Particle Number Limit, PN). In addition, Stage V regulation will involve power ranges currently with lighter or no legislation at all in Europe (power ranges below 37kW or above 560kW).

FPT's Hi-eSCR 2

Stage V To maintain the advantages of the unique and unbeaten HI-eSCR technology, FPT Industrial will integrate a maintenance-free filtering device on its SCR catalyst, thus allowing to comply with tightened limits on PM emissions within a compact package. The second generation HI-eSCR 2, applicable for engines above 56kW and below 560kW, where different emission limits apply, will maintain the same after-treatment dimension of the current Tier4 Final / Stage IV applications, requiring no machine redesign nor layout changes for easier upgrade to next emission level. Thanks to optimized combustion, leadership on performance and fuel efficiency is confirmed, while maintenance free aftertreatment and no need for parked regeneration ensure low running costs avoiding unplanned downtime.

Advantages

• High performance for increased vehicle productivity.
• No additional complexity and lean design for easier installation and maximum reliability.
• Low operating costs thanks to high efficiency and long service intervals.

By way of continuous technical advantages our state of the art engine range allows our customers to have class leading features, such as minimized total cost of ownership and outstanding performance. Key to the optimization of engine efficiency is EGR-free combustion on NEF and Cursor engine families, together with high cylinder pressure and high injection pressures: engines adopting the latest generation of Common Rail system feature peak nozzle pressures of up to 2200 bar. To achieve these targets, crankcase and cylinder head design has been improved to ensure increased structural stiffness. An Electronic Control Unit manages engine parameters and guarantees an accurate control of the after treatment system. Extended service interval, together with a maintenance-free after-treatment solution reduce running cost for end users.

Hi-eSCR2.PNG

  1. DEF/AdBlue Supply Module
  2. DEF/AdBlue Dosing Module
  3. Diesel Oxidation Catalyst (DOC) NO → NO2 HC, CO and PM oxidation
  4.  DEF/AdBlue Injection Hydrolysis → NH3+CO2
  5. DEF/AdBlue Mixer
  6. Selective Catalytic Reduction (SCR) NO and NO2 reduction by NH3 to N2 and H2O
  7. Clean Up Catalyst Residual NH3 oxidation

*AdBlue®/DEF = CO(NH2)2 + H20

Legend
PM Particulate Matter
HC Unburnt Hydrocarbons
NOx Nitrogen Oxides
CO Carbon Monoxide
N2 Nitrogen
CO2 Carbon Dioxide
H2O Water 

Main Components

The whole system is fitted with a network of integrated sensors to control temperature, pressure and NOx levels. Exhaust gas flow coming from the engine enters the DOC, where NO is oxidised to NO2, in order to maximize SCR catalyst’s efficiency conversion. The ECU (Engine Control Unit), the brain behind the HI-eSCR 2 system, checks, through integrated sensors network, the amount of Water-Urea (DEF/AdBlue) solution to be injected in the exhaust pipe. To increase the durability of the injector, Dosing Module is cooled by the engine coolant. The HI-eSCR 2 after-treatment system adopts a fiLering device on its SCR catalyst. At the same time as trapping and oxidizing the Particulate Matter, the catalyst converts NOx into Nitrogen (N2) and water (H2O) thanks to the chemical reaction of Ammonia (NH3) generated from DEF/Adblue. In the end, the integrated CUC eliminates the remaining Ammonia (NH3). The result is a reduction of NOx superior to 95% and the PM levels within Stage V emission limits.

Patents

• Closed loop control with proprietary algorithms and dedicated sensors to provide accurate monitoring of exhaust gas composition and optimized DEF/AdBlue dosing strategy.
• Thermally insulated high turbulence mixer to allow homogeneous DEF/ AdBlue evaporation and urea hydrolysis ensuring correct distribution in exhaust gas flow.
• Optimized exhaust gas thermal management to ensure emission compliance in all working conditions.
• All after-treatment components are packaged in a compact and fully enclosed structure, providing flexible layout options to simplify installation on machines.

F5 The Power of Density

Diesel engines are continuosly challenged to deliver growing performance within existing layout constraints, improving power and torque density through new technologies. The FPT solution for light and midrange applications above 56kW (75hp) is the new F36 Stage V, increasing engine displacement from 3,4 to 3,6 L with no changes in external dimensions, thus ensuring unchanged compactness. Improved engine hardware includes new turbocharger and optimized piston design to cope with higher performance, increasing power output by 14% (up to 105kW / 143hp) and torque by 20% (up to 600 Nm), setting best in class torque density in its class. The lowest EGR rate in the market (<10%) enables to reduce aftertreatment dimension by up to 20%; overall after-treatment packaging is unchanged between Stage IV and Stage V, avoiding machine redesign across emission stages. Sharing the same robust design aproach, F34 with 3,4 L displacement covers application below 56kW (75hp) with prompt engine response and high torque output to ensure quick engine reaction to variable loads in compact machineries. Up to 600 hours oil change interval and one-side service ability reduce operating costs and simplify maintenance operations over lifecycle.

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