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Decades of
leading the way
Congratulations, Diesel Progress, on
your first 75 years
Diesel engines have come a long way since the 1930s. During this time,
Diesel Progress has been a leader by informing its readers of the latest
diesel and industrial advancements ― in much the same way that we have
brought innovative technologies to the market with John Deere engines.

As we look back on the past with pride, we’re more focused than ever
on the future. You can count on John Deere to continue bringing you
innovations that maximize fuel efficiency, performance, reliability,
and durability, and meet emissions requirements. We’ll also continue
partnering with Diesel Progress to let you know what we’re working on.

To find out more about what’s on our horizon, visit

www.JohnDeere.com/tier4.
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
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DIESELPROGRESS®

TOP DEAD CENTER

EDITORIAL & SALES
Michael J. Osenga ..........................................Publisher
Michael J. Brezonick....................Associate Publisher/
Editor-In-Chief
Dawn M. Geske ....................................Executive Editor
Kyle Kopplin ........................................Associate Editor
Niki Trucksa ..................................Advertising Manager
Sue M. Bollwahn ..........................Circulation Manager
Melissa C. McNulty ......................................Copy Editor
Joseph M. Kane ........................................Senior Editor
D. Phillip Burnside ....................................Senior Editor
Brent D. Haight..........................................Senior Editor
Amanda M. Klemp ..............................Associate Editor
Charles R. Yengst ........................Marketing Columnist
Seventy-Five
Mark Clevenger ............................................Field Editor
Bill Siuru ........................................................Field Editor
PUBLICATION STAFF
Marisa J. Roberts..........................Production Manager
Brenda L. Burbach ..................................Graphic Artist
Carla D. Lemke ........................................Graphic Artist
I have always been fascinated with the inaugural issue of Diesel Progress, published in May
Amanda J. Ryan ......................................Graphic Artist 1935. I first read it, repeatedly, when we did our 50th anniversary special issue in 1985.
Alyssa Loope ..........................................Graphic Artist

SALES OFFICES
Certainly, given the times, the article about diesels in warplanes catches the eye. Ditto the
PUBLICATION HEADQUARTERS report about the 1935 Berlin Motor Show and the Cat gen-sets and tractors destined for Wake
20855 Watertown Road
Waukesha, WI 53186-1873, U.S.A.
and Midway Islands.
Telephone: 1-262-754-4100 Telefax: 1-262-754-4175 If you like history at all, it’s fascinating stuff. And as part of our 75th anniversary you are now
STUTTGART able to read the 15 feature stories and see all the ads for yourself, as we have digitally reprint-
Lisa Hochkofler ..................................Advertising Manager
Gabriele Dinsel....................................Advertising Manager
ed the first issue and posted it on our website at www.dieselprogress.com. Sadly, not a single
Niemöllerstr. 9
73760 Ostfildern, Germany
print copy of that first issue is known to exist.
Telephone: +49 711 3416 74 0 Telefax: +49 711 3416 74 74 But in reading that first issue again, I’m not as struck by the differences between 1935 and
LONDON today as I am by the similarities. Oh, there are definitely differences. A whole bunch of them.
Ian Cameron ................................Regional Manager/Editor
Samantha Doran ................................Advertising Manager No website, no electronic newsletter, no blog, no “Top Dead Center” and not a single men-
Riverbank House, Suite 610
1 Putney Bridge Approach
tion of Twitter.
London SW6 3JD, United Kingdom On the other hand, one of the things we have literally done forever, is call out the myriad
Telephone: +44 20 3179 2979 Telefax: +44 20 3179 2970

ITALY
components that go into an engine, a truck, a dozer. We wanna know whose hydraulics are
Roberta Prandi ............................Regional Manager/Editor being used, whose axles, controls, transmissions, silencers, radiators and, more recently,
Via Fitta 21A
I - 38062 Arco, Italy
aftertreatment devices.
Telephone: +39 0464 2430891 Telefax: +39 0464 244529 And so it was with issue #1.
SCANDINAVIA “The engine has six cylinders, 5 in. x 5.5 in., with a regulation United American Bosch fuel
Bo Svensson ......................Field Editor/Business Manager
Dunderbacksvagen 20 injection system, Leece-Neville electric starter, aluminum pistons, seven-bearing crankshaft
612-46 Finspong, Sweden
Telephone:+46 70 2405369 Telefax: +46 122 14787
and the patented high-velocity Comet combustion chamber.”
TOKYO
Not a whole lot different than the way we do it today. We’re kind of proud of that. The for-
Akiyoshi Ojima ..........................................Branch Manager mula was pretty much right from day one.
51-16-301 Honmoku Sannotani, Naka-ku
Yokohama, 231-0824, Japan Ditto international coverage. In 1935, it took a week to get to Europe. But yet there is a first-hand
Telephone: +81 45 624 3502 Telefax: +81 45 624 3503
report about the Berlin Motor Show. There, with amazing details and very Casablanca-like maps, is
HONG KONG
S.H. Mok ......................................................Branch Manager a report on a new pipeline in Iraq. News. Globally. Just like today.
Rm 1405, Kowloon Building
555 Nathan Road
In many ways, I feel like we’ve understated our 75th anniversary. Maybe we should have
Kowloon, Hong Kong
Telephone: +852 3118 7930 Telefax : +852 3110 3572
thrown a lavish party, published a huge, wordy, self-aggrandizing tome to ourselves and sat
back and said “what good boys and girls are we.”
It’s just that in this time, with these economics, with publishers falling by the wayside left and
right and the very fabric of trade and industrial journalism undergoing its own industrial revo-
Russell Palmer ............................Chairman of the Board
lution, we just didn’t feel the time was right to applaud ourselves.
Michael J. Osenga ............................................President I hope you enjoy this issue, which as you can see has been recreated to look like some of our
Michael J. Brezonick ..................Senior Vice President
early editions. There’s some history, a bit of fun, plus the latest products, technology and indus-
try news. The industry didn’t stop just because we turned 75.
But most of all, to the many, many companies who have thrown their doors open and said,
“come on in and see what we’re doing,” thank you, very much. You’ve given us unbelievable

And for that, all of us, past and present, are appreciative and truly grateful. dp
MEMBER OF BPA WORLDWIDE®
cooperation for 75 years and allowed us to earn your trust.
DIESEL PROGRESS® NORTH AMERICAN EDITION
(ISSN 1091-370X) Volume 76 No. 5 — Published monthly by
Diesel & Gas Turbine Publications, 20855 Watertown Road,
Waukesha, WI 53186-1873, U.S.A. Subscription rates are $85.00
per year/$10.00 per issue. Periodicals postage paid at Waukesha,
WI 53186-1873 and at additional mailing offices. Copyright 2010
DIESEL & GAS TURBINE PUBLICATIONS.Canadian
Publication Mail Agreement # 40035419. Return Undeliverable
Canadian Addresses to: P.O. Box 456, Niagra Falls, ON L2E
6V2, Canada. E-mail: sbollwahn@dieselpub.com.
POSTMASTER: Send address changes to: Diesel Progress North
American Edition, 20855 Watertown Road, Suite 220,
Waukesha, WI 53186-1873.
PRINTED IN THE U.S.A.
Reprints of all articles published in
Diesel Progress North American are available. Mike Osenga
Please address inquiries to:
mgraesing@dieselpub.com mosenga@dieselpub.com
Tel: 262-754-4137 • Fax: 262-754-4176
 TOC
MAY 2010
www.dieselprogress.com

75TH ANNIVERSARY SECTION

Special Anniversary Section Begins Page 25
✦✦✦ Commemorative Poster ✦✦✦
27 Diesel Progress — The People
28 A Short History Of Diesel Progress
31 A Look Back

INDUSTRY NEWS
12 A Harvest Of New Tractors
16 Plowing Ahead Into Tier 4
70 Case Adds “A”nother Farmall Series

PRODUCTS
6 The Tractor Is Not A Toy
22 Deere Adds Harvesters, Feller Bunchers
58 Cub Cadet Unveils Three New Tractors
61 RoGator Rolls In New Sprayers

TECHNOLOGY
40 Helping Carrots Take Root
43 Custom Plug-And-Go Instrument
Clusters
54 The MathWorks Launches
R2009b Release

TECHNOLOGY OF CLEAN AIR

46 Clean Air For Rent
48 Trimming NOx From Stationary
Engines

Special Anniversary Section — Page 25

50 Fuel Cells Take A Big Step Up

COLUMNS
2 Top Dead Center — Seventy-Five
4 Street Smarts — Inventing The Piano

dp BULLETINS
Follow us on
And The Music To Go With It
10 Trendlines — Backhoe Loader Market
Has Hit The Bottom
44 Emissions & Alternatives — GE Cites
Milestone In Lean-NOx Catalyst Effort … 8 Diesel HR
www.dieselprogress.com
EMD Gets Tier 2 Certification …
288 SCR Buses For Durham 9 Dateline
68 Hydraulic Horizons — Developing A 24 Product Information Center
Sense Of Control 56 Product Pipeline
72 Global Business Notes — Cat Supplying
Gen-Sets, Tractors To Pan-Am … 60 Powerlines
New Pipeline in Iraq … New Diesel Sales 64 Advertisers’ Index A Member of the Diesel & Gas Turbine Publications Group
Record … Report From The Berlin
CONNECT WITH DIESEL PROGRESS
Motor Show … 66 Marketplace

MEMBER OF
You can read Diesel Progress North
Turn To Diesel Progress Online www.dieselprogress.com American both electronically or in print. The two
Cover and magazine design intended to reflect the graphic styles used in Diesel Progress over the last 75 years. editions are identical in content, but the electron-
ic version, delivered via e-mail, allows you to
immediately connect with articles and advertis-
ers in every issue through the Internet or e-mail.
But you have to have a subscription to one
or the other to do that. And, to do that, go to:
http://www.dieselprogress.com/subscribe.asp

May 2010 DIESEL PROGRESS NORTH AMERICAN EDITION 3

 I nventing The Piano And
T
hink you can have an internal
combustion engine without a
mechanically driven camshaft to
time the management of air and fuel?
Sure you can. Sturman Industries and
International Engine proved you could
and together drove coast to coast with a
medium-duty International diesel truck
a decade ago to show it could be done.
Think you can have an internal combus-
tion engine and eliminate both camshaft and
crankshaft? You know where this is going …
Sturman’s latest concept, of course, does
just that. Instead of turning the chemical
energy in the fuel — be it diesel, gasoline,
propane or whatever — and through in-
cylinder combustion with pistons, con-rods
and crankshaft making it into rotary torque,
Sturman’s latest concept is to make the inter-
nal combustion engine into a directly gener-
ating high-pressure hydraulic pump using
only the pistons.
To understand how this comes about, you
need to understand Eddie Sturman. He’s a
genius and the father of the digital valve that
has him in the Aerospace Hall of Fame.
Sturman is responsible for the astronauts of
the doomed 1970 Apollo 13 moon launch
actually making it home. His digital valve in
the fuel system, which draws no current in
either latched open or closed position, meant
the sorely depleted batteries after an electrical
power failure had enough energy to get the
mission home.
Sturman is about hydraulics and he is
directly responsible for the hydraulic elec-
tronic unit injector technology that currently
feeds International’s diesel engines. His sys-
tem provides, through hydraulic multiplica-
tion, the pressure to atomize the fuel and
meet emissions standards.
4 DIESEL PROGRESS NORTH AMERICAN EDITION May 2010
The Music To Go With It
STREETSMARTS IS CONDUCTED BY STEVE STURGESS
Street Smarts is a monthly column devoted to the on-highway truck markets.
Steve Sturgess is executive editor of Heavy Duty Trucking.
His e-mail address is ssturgess@truckinginfo.com
Compared with the hydraulic pressure to
fire the injectors, the opening and shutting of
the valves in a four-cycle engine is child’s
play, hence the cross-country demo of an
engine that had no camshaft. The truly
remarkable thing about this demo is not the
removal of the camshaft but the decoupling
of the air and fuel handling processes of the
engine from the position of the crankshaft.
By eliminating the mechanical relationships
between valve opening and crankshaft posi-
tion, a designer can program any injection
and air inlet and exhaust event.
The problem that Sturman sees in the
acceptance of his concept is that engine
designers think conventionally and don’t
exploit this potential. They basically mimic
the usual sinusoidal motions from the con-
ventional camshaft electronically, thereby
failing to realize the significant gains in econ-
omy and emissions cleanliness — not to
mention multifuel compatibility — these
new freedoms from electronic valve controls
make possible.
Were that not challenge enough, now the
technology goes a step forward. There is no
crankshaft to time against.
In the latest concept, pistons directly act
on hydraulic cylinders. In turn, the hy-
draulics provide the upstroke to the pis-
tons. But in the net balance, there is a net
generation of pressure in the hydraulic sys-
tem that provides power from the fuel —
whatever it may be. Run the fan? Easy.
Generate electrical power from an alterna-
tor. Not an issue. Run hydraulic motors at
the wheels? But of course.
Again, we are limited by what we can
imagine and tend to think of the system in
terms of the rotating hardware of a conven-
tional internal combustion engine. But dis-
pensing with the crankshaft allows for inde-
pendent piston movement, including shut-
ting down cylinders. But not in the current
model of letting them idle up and down
pumping air. With the electronic control of
the hydraulics, deactivated cylinders can be
truly idle and carry no pumping losses.
I am not clever enough to see all the poten-
tial of Sturman’s concept, but it is truly revolu-
tionary. Or would that be un-revolutionary?
The real problem is that the technology
exists to decouple the air and fuel manage-
ment from the piston position, and piston
position can be independently determined.
That requires completely new thinking in
the way that fuel and oxygen mix in the
cylinder and how that chemical reaction is
reacted and communicated to all the vehicle
systems, whether heating, ventilation and air
conditioning, the radio, the power takeoff,
the transmission.
In a previous commentary in Heavy Duty
Trucking, I wrote that Sturman had invented
a new technology akin to inventing the con-
cert piano but there was no music for it. He
is going to have to write the concertos to
exploit the versatility of his new instrument.
Sturman is a visionary, and his ideas are
so far out there that most research and engi-
neering facilities cannot change direction
fast enough to accommodate the concepts.
They may take bits and pieces of the avail-
able technology and realize extraordinary
gains in performance and fuel economy as
did International and Ford with the
Sturman solutions to their injection system
demands, but it’ll be a big day when a major
manufacturer really embraces some of the
advanced concepts that come out of the
Sturman Industries Woodland Park, Colo.,
think tank. dp
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AG EQUIPMENT

The Tractor The heavy-duty front axle is adjustable

to meet a wide variety of applications; the
axle includes oscillation to allow for bet-
ter performance on uneven terrain. Wet

Is Not A Toy disc brakes and hydrostatic power steer-

ing with tilt column are also standard on
the 5035 tractor, and ag, industrial or turf

MAHINDRA USA UNVEILS NEW PROFESSIONAL-

tires can be specified.

M
GRADE FOUR-WHEEL DRIVE TRACTOR
ahindra USA has expanded its 35 and organizational development for Ma-
to 50 hp, 35 series premium hindra USA. “It is not a toy or lawn orna-
tractors with the introduction of ment. This is a serious, hard-working
the 5035 four-wheel drive tractor. compact tractor designed specifically for
Mahindra USA is a wholly owned sub- the North American customer.
sidiary of Mahindra & Mahindra Ltd., “With all-steel construction, over-
and part of Mahindra & Mahindra’s Farm sized wheels and tires, and heavy-duty
Equipment Sector. attachments and implements, this trac-
Designed as a professional-grade ma- tor will push more, pull more and lift
chine, the 5035 tractor is targeted toward more to help our customers cultivate
commercial landscaping, bulk material their dreams.”
handling, small farm and horse ranches, The 5035 tractor is powered by a 2.5 L,
grounds maintenance and general farm four-cylinder Mahindra diesel engine
applications. It is the most powerful rated 50 hp. The naturally aspirated en-
model in the 35 series at 50 hp and has a gine incorporates direct injection and
lift capacity of 3090 lb. meets EPA Tier 4 regulations, the compa-
“This workhorse is the perfect machine ny said. Coupled to the engine is a 12-
for everything from basic chores around speed full synchromesh transmission,
the farm to landscaping,” said Mike Hil- with a single-plate dry clutch and foot-
derbrand, vice president of marketing operated differential lock.
Mahindra USA’s new 5035 four-wheel drive tractor is
powered by a naturally aspirated, 2.5 L four-cylinder
Mahindra diesel engine rated 50 hp. It is targeted
toward commercial landscaping, bulk material han-
dling, small farm and horse ranches, grounds mainte-
nance and general ag applications.
The tractor includes a constant-run-
ning independent PTO rated 43 hp at
540/2404 rpm. It is built on a cast-iron
chassis to provide a heavier tractor for
added traction, stability and control. For
added durability, a thicker-gauge rein-
forced metal was used for the fenders.
Operating weight is 4939 lb.
Mahindra USA’s new ML 130 loader
was specifically designed for use with the
5035 model. It has a skid-steer loader-
style attachment for quick changing be-
tween a variety of implements such as
buckets, bale spears and pallet forks.
Mahindra USA’s new 595 backhoe can
also be equipped on the 5035 tractor,
offering a 9.58 ft. dig depth and a 5710
lb. dig force.
Other features include a three-point
hitch, foldable ROPS, an electronic in-
strument panel with multifunction
warning lights, deluxe suspension seat
with back angle and weight adjustment,
and rear work lights. A grille guard
with push/pull pin and lock for easier
access to the engine is also available as
an option.
Mahindra USA performs final assembly
of the tractors at its Houston, Texas, or
Calhoun, Ga., operations, where the com-
pany conducts a 51-point pre-delivery
inspection, including dynamometer and
road testing.
Mahindra USA’s Farm Equipment
Sector (FES) has three distribution points
in the United States. FES is a part of the
$6.3 billion Mahindra & Mahindra
group, with operations in 35 countries
and five manufacturing plants in India,
two plants in China, three assembly
plants in the United States and one as-
sembly plant in Australia. dp

www.mahindrausa.com

6 DIESEL PROGRESS NORTH AMERICAN EDITION May 2010

 Kubota's 25,000 employees are
putting what really matters first.
120 years of leadership, innovation and concern for
the environment by Kubota's three business units:
Farm & Industrial Machinery, Water & Environment Systems and Social Infrastructure.

US: www.kubotaengine.com
Canada: www.kubota.ca
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
 Tognum Clarifies CEO
dp DIESEL HR
Succession
Tognum, the parent company of engine
and power systems specialist MTU and its
subsidiaries, has extended the contracts of
two members of its executive board and in
the process has made clear the line of suc-
cession for the next chief executive officer.
The contract of current CEO Volker
Heuer was extended by a year at his
request, meaning he will hold the position
until autumn 2011. He will be succeeded
as CEO by current CFO Joachim Coers,
whose contact was also extended by three
years. Coers has been deputy chairman of
the executive board and CFO of Tognum
AG since 2007 and is responsible for
Group Services. He is also managing direc-
tor of MTU Friedrichshafen GmbH and its
industrial director.
New Sales And Marketing VP
At Champion Labs
John Casanova has been named vice
president of sales and marketing at
Champion Laboratories Inc., a global sup-
8
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
DIESEL PROGRESS NORTH AMERICAN EDITION May 2010
plier of filtration
products and sys-
tems. He will be
responsible for initia-
tives to enhance sales
growth and increase
brand awareness for
the company’s filtra-
tion products, which
J. Casanova encompass brand
names such as Champ, PetroClear, Kleener
and Luber-finer. He came to Champion
Labs from Liberty Bell Inc., where he was
most recently vice president of sales and
customer service. He has also held posi-
tions at Remy International, Visteon and
Monroe Auto Equipment.
Volvo Trucks Names Three
To New Posts
Volvo Trucks North America has
named three executives to new commer-
cial positions as of April 1. Ron Huibers
is now senior vice president – sales and
marketing, reporting to President and
CEO Denny Slagle. Huibers has been
with the Volvo Group for 15 years, and
has served in a number of senior manage-
ment positions in sales, domestic and
international distribution, business devel-
opment/strategy and financial services. He
served most recently as senior vice presi-
dent of international operations for Mack
Trucks Inc.
Scott Kress has been named vice pres-
ident – sales, reporting to Huibers. Kress
has more than 30 years of industry experi-
ence with several original equipment man-
ufacturers, many of which have been spent
working with major North American
trucking fleets. He joined Volvo Trucks
North America in 2002 and served most
recently as senior vice president – sales and
marketing.
Russ Tedder has been named senior
vice president – truck remarketing, report-
ing to Slagle. Tedder has more than 30
years of industry experience, working on
both the OEM and carrier sides of the busi-
ness. He joined Volvo Trucks North
America in 1986, and served most recently
as vice president – fleet sales.
dpDATELINE
NEED MORE INFORMATION ON INDUSTRY SHOWS? TURN TO
DIESEL PROGRESS ONLINE: WWW.DIESELPROGRESS.COM
*INDICATES SHOWS IN WHICH DIESEL PROGRESS NORTH
AMERICAN EDITION WILL PARTICIPATE.
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*Sept 27-30
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 B ackhoe Loader Market
T
wo years ago, I said there were
some tougher times ahead for back-
hoe loader markets. Now, I believe
we have hit the bottom of the market for
these machines. That’s actually the good
news. The bad news is that we don’t know
how long we will bump along that bottom
before heading back to higher ground.
Usually, one can see the light at the end of
the tunnel and make some projections even if
the light is dim or flickering. These days, there
is very limited light coming through.
To catch up, we have seen four years of
declining sales for backhoes dating back to
2005. Peak sales for the standard backhoes
occurred that year, with sales exceeding
29,000 units, and for compact models (rated
under 60 hp) more than 6000 units. In
2009, industry sales were roughly 10,000
units (covering both types of backhoes) —
down 70% for the standard models and off
75% for the compact machines. Yikes! We
have never seen numbers like this since I
have been working in the industry, which
goes back a few more years than I would like
to admit just now.
So what’s happening? The short explana-
tion is that we got hit by a severe recession; the
housing market collapsed and construction of
almost everything in sight stopped or went on
vacation despite billions of dollars of promised
stimulus funding that none of us have seen.
Right now we are still a long way from see-
ing any important turnarounds or market
improvements. Yes, some of the OEMs are
getting all excited about a V-shaped recovery
starting later in 2010, but I don’t see it. A V-
shaped recovery may get started on a small
scale in 2010, but it won’t go anywhere or it
won’t look very promising for several years if
we cannot get housing and other construction
10 DIESEL PROGRESS NORTH AMERICAN EDITION May 2010
Has Hit The Bottom
TRENDLINES IS CONDUCTED BY CHARLES YENGST
Charles R. Yengst is president of Yengst Associates, Wilton, Conn.
www.yengstassociates.com — cyengst@yengstassociates.com
markets moving once again. I think the OEMs
are way ahead of themselves on the recovery
idea (at least in North America) based on what
I see happening in the marketplace.
But back to the backhoes. Deere is the
market leader for backhoe loaders, followed
by the combined sales of Case and New
Holland (CNH), which come in a close sec-
ond. Caterpillar is third (or fourth) depend-
ing on how you look at the market. Then we
have Komatsu, JCB, Terex and Volvo, which
round out the suppliers of the standard
machines. The last four players mentioned
account for about 20% of the market, while
the bigger suppliers at the top account for
80% of the total.
In compact backhoes, Kubota is head and
shoulders above all of the other companies.
Big K from Japan accounts for half of the
market, followed by Terramite and Deere.
Others include JCB, Allmand Bros., Laymor
and Yanmar. None of these players have
much action on the sales side.
It should also be noted that a gazillion
companies offer small utility tractors with
loader buckets and backhoe attachments.
Most of these machines are rated under 40 to
50 hp and are predominantly used in utility
situations ranging from mowing to post hole
drilling and dirt moving of some sort. These
are not dedicated backhoe loaders, however,
and there is a big difference.
Two interesting changes appear to be tak-
ing place on the manufacturing side.
Caterpillar, one of the top players on the
standard machines, recently announced that
it will be transferring its domestic produc-
tion of backhoe loaders back to its factory in
the U.K. this year to consolidate its manufac-
turing of these machines in one location.
Caterpillar has been producing backhoes for
the domestic market in Clayton, N.C., for
more than a decade and had moved produc-
tion there from its U.K. factory back in the
1990s. So now, Cat backhoes have gone full
circle from a sourcing standpoint. Caterpillar
also produces backhoes in Brazil and India.
Caterpillar also announced that it would
be moving its small wheel loader production
from the same U.K. factory to the Clayton
plant, so it is essentially swapping one pro-
duction line for another.
The second announcement about back-
hoes came from JCB late last year. That com-
pany has been assembling machines in its
Savannah, Ga., plant for a number of years,
but with shrinking demand, output from
the Georgia plant was falling off the map.
That production line was closed down at the
end of ’09 and moved back to the factory in
Rocester, England, where it started years
ago. JCB does not have the position in the
market that Caterpillar has developed over
the years, so its output was considerably
smaller and its operation less efficient than
what Cat had.
I have said repeatedly that I anticipate a
“bathtub” curve for the market recovery for
this and a number of other products. We
have already gone over the front of the tub
on the downside and now we are on the bot-
tom heading up a gradual slope toward the
back of the tub with virtually no real
improvement in sales this year and perhaps
next. Someday, we will start up the other side
of the tub. Right now, I don’t see that hap-
pening until later in 2011. By 2012, we
might have a decent recovery in backhoes
working, although I doubt that sales will
look anywhere near what they were four
years ago when all looked so rosy. That’s
going to take a few more years. dp
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AG EQUIPMENT
A Harvest Of New Tractors
FOR 2010, MASSEY FERGUSON ADDS TWO NEW MACHINES TO ITS HIGH-
HORSEPOWER RANGE, ALONG WITH NEW UTILITY TRACTOR SERIES
“B
usy” may be an understatement
for ag equipment manufacturer
Massey Ferguson these days, as
the company has launched several new
tractors to its 2010 lineup. New from the
AGCO subsidiary are an all-new utility
tractor, an additional new series of utility
tractors and an expansion of its high-
horsepower Massey Ferguson 7400 Series
tractor range.
Starting at the top, the new MF7497 and
MF7499 tractors sit at the top end of the
company’s eight-model, high-horsepower
tractor family. The new units extend the top
end of the series with ratings of 165 and
185 PTO hp, respectively.
With their higher power offering, the
new MF7497 and MF7499 tractors are
designed for use by row crop farmers and
commercial hay producers. It is an ideal
planer tractor or power unit for a large
baler, said Jason Hoult, product marketing
manger for high-horsepower tractors.
“AGCO is committed to our grower
customers,” said Hoult. “We’re pleased to
meet their needs for power and technolo-
gy by expanding the horsepower range of
our lineup.
12 DIESEL PROGRESS NORTH AMERICAN EDITION May 2010
BY DAWN M. GESKE
“With the addition of these tractors,
Massey Ferguson now offers customers a
full line of CVT-equipped tractors from
100 to 275 PTO hp. Our goal was to
build dependable and powerful, yet ver-
satile and comfortable tractors that our
customers enjoy operating.”
The four-wheel drive machines are
powered by six-cylinder AGCO Sisu
Power 74CTA diesel engines rated 200
and 215 hp at 2000 rpm. The Tier 3
engines have a bore and stroke of 108 x
134 mm and an overall displacement of
7.4 L. They utilize a high-pressure com-
mon rail fuel system based on Bosch
components controlled by a third-gener-
ation SisuTronic electronic control sys-
tem. Engineered to provide higher
pulling power at lower speeds, the
engines are equipped with Donaldson
dry-type air cleaners.
The Dyna-VT continuously variable
transmission (CVT) is standard on the
new MF7497 and MF7499 tractors and
is designed to provide smooth, infinitely
variable speed control while increasing
productivity and fuel economy. The
clutchless CVT has two speed ranges and
works with Massey Ferguson’s Dynamic
Tractor Management (DTM) system to
match ground speed with the most effi-
cient engine speed, based on terrain and
conditions. The Dyna-VT transmission is
available as an option on the remaining
six 7400 Series tractors from 100 to 160
PTO hp.
A separate 15.3 gal. oil reservoir is ded-
icated to the CVT to provide full power
and eliminate contamination from the
implement circuit. Maximum travel speed
with the CVT is 26 mph.
The MF7497 and MF7499 tractors
also have an electrohydraulic differential
lock integrated into the front and rear
axles and inboard planetary final drives
in the rear axle.
Tractor operation has been simplified
with a new active stop feature that is engi-
neered to stop forward and reverse travel
through raising of the shuttle lever. The
active stop is designed to keep the tractor in
place, even on slopes, until the shuttle lever
is lowered back into position.
The cab of the new MF7497 and
MF7499 tractors incorporates rubber
padding and rubber mounts to reduce
Massey Ferguson has launched a
slew of new tractors for 2010
including the new MF7497 and
MF7499 models, part of its
high-horsepower 7400 Series
tractors. The new tractors are
powered by AGCO Sisu Power
74CTA diesel engines rated 200
and 215 hp at 2000 rpm and
equipped with the Dyna-VT con-
tinuously variable transmission.

noise and vibration to the operator. Air
ride seats are standard with 61 sq.ft. of
cab glass. Noise rating is 69 dB(A).
“Many of the features farmers have come
to love and expect from their tractors are
standard on these new models, particular-
ly in the area of comfort,” said Hoult.
“Everything in the tractors’ cabs has been
positioned to provide the operator with
superior comfort, control and ease of use.”
Both tractors have a 540/1000 rpm
PTO. The PTO is electrohydraulically
engaged and can be engaged and disen-
gaged while the tractor is moving.
The tractors are also equipped with a
Category 3, three-point hitch with 16,140
lb. lift capacity. A front three-point hitch
with 8800 lb. lift capacity is available as
an option while a closed-center 29 gpm
Sauer-Danfoss hydraulic system supplies
the implements.
Massey Ferguson produces the new
MF7497 and MF7499 tractors at its
Beauvais, France, facility. Production
began in February.
Also new from Massey Ferguson is the
Heavy Duty (HD) Series 2600 utility trac-
tors. The new series has four models —
the MF2650, MF2660, MF2670 and
MF2680 — rated 62 to 83 PTO hp. The
tractors were engineered with 25% more
useable weight for daily chores at dairy
and beef operations as well as for use by
small hay producers, the company said.
The standard models are available in
two- or four-wheel drive variations with
or without cabs, an independent PTO and
choice of transmissions. The new HD
Series 2600 utility tractors utilize all-steel
construction and components for added
durability and performance.
“This is a classic, hardworking utility
tractor that gets back to basics, yet incor-
porates innovations and upgrades for great
performance, durability, convenience and
comfort,” said Rene Boivin, product mar-
keting manager, utility, specialty and
midrange tractors. “The HD Series is
built with a new level of heavy-duty
toughness plus the traditional reliability
and practicality.”
Massey Ferguson also offers the trac-
tors with a low profile option for
orchard work, vineyards, livestock oper-
ation and other applications requiring a
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
ENGINE
low overhead clearance, compact size DISTRIBUTORS
and versatility.
INC.
Performance
Powering the new HD Series 2600 util-
You Can Count On!
ity tractors are 4.4 L, four-cylinder
At Engine Distributors our main focus is to provide
Perkins 1104D-44T turbocharged diesel
powerful and reliable engines for consumers. We
engines rated 74, 81, 91 and 97 hp at
are the Manufacturer of Record for a full line of LSI
2200 rpm. The Tier 3 engine’s exhaust is
run horizontally below the operator’s emissions-certified gasoline, natural gas, LP-fueled
platform, exiting near the rear axle to and dual fuel Ford industrial engines. Our Ford line
avoid obstructing visibility. features 2.3, 4.0 and 6.8 L models ranging from
Ground power is provided by the 53 to 225 hp.
Contact one of our distributors:
option of a synchroshuttle 8x8 transmis-
sion for loader work, designed to offer on- Anderson Industrial Engines Co.
Omaha, NE
402-558-8700
the-roll shifting for improved cycle times
and improved production. As another C K Power Products
St Louis, MO
314-868-8620
option, the synchronized 12x4 transmis-
D A C Industrial Engines Inc
sion offers ideal speed selections for hay-
making, mowing or tillage and straight, Dartmouth, NS, Canada
902-468-3765
Engine Distributors Inc.
inline shift pattern from first to reverse.
The drivetrain also includes heavy- Archdale, NC 800-220-7080
Blackwood, NJ 800-220-2700
duty castings, axles, gears, bearing and Ft Lauderdale, FL 800-257-6605
Holliston, MA 800-220-2700
Jacksonville, FL 800-342-3575
final drives. The outboard planetary final
drives provide speed reduction at the tire Industrial Engines Limited
Edmonton, AB, Canada
780-484-6213
and wheel, reducing the torque loads in
M & I Ford
the drivetrain. The rear axle differential
locks the back tires in tandem for added Daphne, AL
800-633-1834
M. G. Bryan Equipment Co.
traction in mud or soft spots.
The HD Series’ MF2650 and MF2660 Grand Prairie, TX
972-623-4300
models have 540 rpm independent PTO
M K Power Products Corp.
while the MF2670 and MF2680 feature a Mississauga, ON, Canada
905-890-5323
540/1000 rpm independent PTO.
Marindustriel
Dual hydraulics powered by two gear- Montréal, QC, Canada
driven hydraulic pumps provide power 514-342-2748
McDonald Equipment Co.
for the steering and remote hydraulic Willoughby, OH 800-589-9025
valves. One valve is standard, with the Portland, MI 800-445-5273
Pacific Torque LLC
Seattle, WA
option for up to three remotes.
The three-point hitch allows for use of 206-241-8300
Pitt Auto Electric
Cranberry Twp, PA
ground-engaging tools, controlled by
draft levers on the redesigned console. 724-778-8200
Shift levers are located to the side of the Powertech Engines Inc.
Fresno, CA
tractors and other controls are located at a 559-264-1776
natural reach. All Marine Spares
Mona Vale, N.S.W., Australia
+61 2 99972788
Other new features of the HD Series
Compagnia Tecnica Motori S.p.A.
2600 utility tractors include improved
hydraulic controls, a new dashboard Milano, Italy
+39 0245058238
design and hand-operated parking brake.
Fornaut Ehm Sa
The new, improved seat offers more cush- Le Pre St Gervais, France
+33 148450394
ioning for a softer ride, as well as weight
Power Torque Engineering Ltd
adjustment, fore and aft adjustment and Binley, Coventry, UK
armrests, standard. +44 247-663-5757
Sauer Motive Systems
Sauer and Sohn KG
The new HD Series 2600 utility trac-
tors are produced at Massey Ferguson’s Dieburg, Germany Powertrain Assemblies & Components
Provided by Ford Component Sales
+49 607-120-6330
Canoas, Brazil, plant, where production is
currently under way. Engine Distributors Inc.
continued on page 14 400 University Court
Blackwood, NJ 08012-3214
Phone: (856) 228-7298 or (800) 220-2700
www.edi-dist.com
 Also new from Massey Ferguson
are the Heavy Duty (HD) Series
2600 utility tractors. The tractors
were engineered with 25% more
useable weight for daily chores at
dairy and beef operations as well
as use by small hay producers.

Also new from Massey Ferguson is the

MF2635 utility tractor. This tractor is a
new turbocharged addition to the 2600
Series utility tractors rated 32 to 62 PTO
hp. The MF2635 is the largest model in
the series targeting the utility and small
hay production markets.
The MF2635 has the power to pull
small round and square balers and hay
rakes, the company said, and can per-

Massey Ferguson’s 2600 Series utility tractors are rated 32 to 62 PTO

form chores around the farm and ranch,

hp. The new 2600 Series was expanded to four models with the addition
such as mowing roadsides and large pas-

tures, as well as find use in general land-
scape maintenance. It can accommodate
two different loaders to further increase
its utility around the farm, Massey Fer-
guson said.
The MF2635 utility tractor is powered
by a Tier 3 direct-injection Simpson
TSJ436E turbocharged diesel engine rated
of the MF2635 utility tractor, now the largest machine in the lineup.
74 hp at 2200 rpm. The four-cylinder
diesel has a total displacement of 3.6 L.
Two transmission options are offered.
The standard 8x2 constant mesh trans-
mission is an economical option with live
PTO and simplified operation. The
optional 8x8 sychroshuttle transmission
with an independent PTO has a fully syn-
chronized main gearbox that allows the
tractor to shift gears on the roll and
change direction without stopping.
The MF2635 utility tractor is also
equipped with a Category 1-2 rear three-
point hitch, 16.2 gpm implement
hydraulic system to power a loader or
other hydraulic attachments with the
option of up to two rear remote valves.
The MF2635 tractor is manufactured in
India. Massey Ferguson began production
of the MF2635 model in early 2010, and

er shipments at the beginning of May. dp

tractors are expected to be available for deal-

SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM www.masseyferguson.com

14 DIESEL PROGRESS NORTH AMERICAN EDITION May 2010

WE’RE OEM DRIVEN...
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corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
 Plowing Ahead Into Tier 4
AG EQUIPMENT MANUFACTURERS ON TRACK TO MEET NEW EPA
EMISSIONS HURDLES; BOTH EGR AND SCR WILL BE SEEN AT INTERIM

W
BY DAWN M. GESKE

ith all the uncertainty, fear and
trepidation the EPA’s Tier 4
interim and Tier 4 final emis-
sions standards have brought to many
segments of the off-road equipment mar-
kets, it’s almost a relief to see an area that
appears to be taking things all in stride.
And wouldn’t you know it that it’s the
one that makes the machinery for some
of the most unflappable people on earth
— farmers.
More than most, agricultural equip-
ment manufacturers are one of the few
industries that seem to be on track and
confident of their plans to meet the
implementation of Tier 4 standards in
2011 and 2012. AGCO, Deere and most
recently Case IH and New Holland, have
all announced the Tier 4 technical paths
they’ll be following in their tractors,
sprayers and combines. And while each is
going about it in their own way, nearly all
of them went public early on and have
even sought to market their particular
solutions to customers, some as early as
last year.
Most recently, Case IH and New
Holland announced their Tier 4 interim
strategy in late February. Case IH said it
will use a two-track approach to meet
Tier 4 interim standards, using selective
catalytic reduction (SCR) systems for
medium- and heavy-duty engines greater
than 100 hp and cooled exhaust gas recir-
culation (CEGR) for light-duty engines
under 100 hp.
“SCR technology represents the best
approach for high-horsepower agricultur-
al equipment, especially when you con-
sider how important fuel efficiency and
maintenance costs are to large produc-
ers,” said Duane Nelson, Case IH director,
global brand management. “SCR is a cool-
running, quiet system that’s separate from
main engine function. It does not inter-
fere with engine performance, but actual-
ly improves it.”
Case IH said it will utilize CEGR tech-

A
A number
number of of agricultural
agricultural equipment
equipment manufacturers
manufacturers havehave already
already announced
announced thethe
paths
paths they are taking for Tier 4 interim and Tier 4 final exhaust emissions regula-
they are taking for Tier 4 interim and Tier 4 final exhaust emissions regula-
tions.
tions. AGCO
AGCO was was one
one of
of the
the early
early adopters
adopters of
of selective
selective catalytic
catalytic reduction
reduction (SCR),
(SCR),
showcasing
showcasing its e3 SCR technology in its Massey Ferguson 8600 (shown here)
its e3 SCR technology in its Massey Ferguson 8600 (shown here) and
and
Challenger
Challenger MT600C
MT600C tractors
tractors using
using AGCO
AGCO Sisu
Sisu Power
Power diesel
diesel engines.
engines.

16 DIESEL PROGRESS NORTH AMERICAN EDITION May 2010


Case IH recently announced its two-track approach to meet
Tier 4 interim, using SCR systems for medium- and heavy-
duty engines greater than 100 hp and cooled exhaust gas
recirculation (CEGR) for light-duty engines under 100 hp.
nology for the sub-100 hp engines because
that market is largely consumer and rural
lifestyle based and the equipment is used
less intensively than high-production,
high-horsepower ag equipment. However,
Case said it will use SCR on the smaller
engines to meet the more stringent Tier 4
final standards beginning in 2014.
“SCR is the best guarantee that cus-
tomers will have reliable, cost-effective,
state-of-the-art agricultural equipment,”
said Nelson. “Any other approach would
be a short-term solution.”
Case IH will offer the diesel exhaust
fluid (DEF) required for use with SCR at
all its dealerships and said the urea tank
on its tractors will be designed to last as
long as two tanks of fuel.
New Holland will be using the same
Tier 4 interim approach as Case IH with
SCR in engines above 100 hp and CEGR
for the smaller engines. Like Case IH,
New Holland’s Tier 4 final solution will be
SCR, leveraging CNH Global’s engine
division Fiat Powertrain Technologies’
experience with this technology in on-
highway engines.
“We believe that a one-size-fits-all
approach just won’t work in modern farm-
ing,” said Pierre Lahutte, director of global
marketing and communication for New
Holland Agriculture. “We are committed to
integrating the best available engine tech-
nology for every machine and operation.”
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DEF will be available throughout the
New Holland distribution network. The
company also said it is looking at alterna-
tive technologies to power its tractors such
as hydrogen fuel cells, which it showcased
in the concept NH2TM tractor.
John Deere, relying on its John Deere SAE and IS0 style mount
Power Systems (JDPS) group for Tier 4
answers, will use cooled EGR and diesel Clutch Specifications:
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manufacturers to announce its emissions
path, launching its e3 SCR technology
last spring. The e3 system is AGCO’s
branded SCR system, and it is currently
being used in Tier 3 tractors powered by
its AGCO Sisu Power 8.4 L engine, as
well as in Tier 4 interim and final engines.
The company introduced the e3 system in
Massey Ferguson 8600 and Challenger
MT600C tractors that went on sale in
2009, becoming the first tractors in North
America to hit the market with SCR.
“Until now, emissions reduction meant
a tradeoff between reduced fuel economy,
increased cost and more complex compo-
nents added to the engine,” said Hubertus
Muehlhaeuser, AGCO’s senior vice presi-
dent and general manager Engines. “The
e3 SCR emission technology solution
offers improved fuel economy and the
unmatched performance and reliability
that our AGCO Sisu Power engines are
known for.”
The main components of the e3 system
include the DEF tank, injection system
and a catalytic chamber. AGCO said the
SCR technology adds nothing to the list
price of the tractor and eliminates the
need for expensive “add ons” like EGR
valves and large coolers.
While marketing its e3 solution, AGCO
cited the use of SCR by European auto-
mobile and engine manufacturers
Mercedes-Benz, BMW, Audi, Volkswagen,
Mini, Hyundai, Kia and Jeep. It also noted
that nearly all U.S. truck and engine man-
ufacturers, including Daimler Trucks
North America, Mack, Volvo, Cummins
and Paccar, are using SCR to meet U.S.
2010 on-highway regulations.
“Energy, economy and ecology are the
benefits of AGCO’s e3 SCR emissions
technology,” said Muehlhaeuser. “Energy
comes from optimizing the engine’s per-
formance. Economy is the improvement
to the customer’s bottom line by lowering
fuel consumption and ecology, which is
doing the right thing for the environment
as lower emissions are achieved.”
With AGCO’s e3 system, DEF usage
averages 3% of fuel consumption, allow-
ing a farmer to typically fill his DEF tank
every second fuel fill-up. DEF can be pur-
chased at any AGCO Tractors, Massey
Ferguson or Challenger dealership.
While manufacturers such as AGCO,
Deere, Case IH and New Holland have the
advantage of using in-house engines in the
majority of their machinery, other ag
equipment manufacturers are relying on
their engine suppliers to help them inte-
grate Tier 4 technology into their products.
Tractor manufacturer McCormick In-
ternational USA is currently in the plan-
ning stages of Tier 4 implementation,
according to Wayne Buchberger, vice
president, operations at McCormick. “We
have been working on the new Tier 4 reg-
ulations for some time now, and we plan
to be fully compliant by all required
deadlines,” Buchberger said. “We do not
have anything other than this that we are
able to disclose at this time though, as it
is a work in progress.”
While Kubota Tractor Corp. powers a
portion of its equipment line with its
own engines, it also sources engines out-
side its power band for other engine sup-
pliers. To date, Kubota has not comment-
ed officially as to what direction it will
take for Tier 4. “Our plans are to be pre-
pared to meet new emissions require-
ments as announced,” said Kubota
Product Manager Paul Williams, “with
the implementation of our innovative Together, we can produce
common rail system in some of our agri- a signature fuel filter
cultural tractors, such as the recently that boldly displays your
released M100X/M110X/M126X and
M135X series, including our new M126X
company brand and colors.
Power Krawler.”
Cummins is supplying Tier 4 engine Racor fuel filtration products are
solutions to a number of different ag designed and manufactured to
manufacturers — JCB, Hagie, Miller, increase engine performance,
Apache, GVM, Massey Ferguson, CNH increase uptime, improve
and MacDon. Cummins QSB6.7, QSL9 fuel economy while delivering
and QSX platforms will utilize EGR with cleaner emissions. Racor is now
a particulate filter, along with the offering, to a selected number of
Cummins Direct Flow air filter and customers, a labeling program
Cummins Turbo Technologies VGT tur- that puts your brand and colors on
bochargers with a sliding-nozzle design. filtration products specific to your
Buhler Versatile Inc., a Canadian trac- machines. Racor’s custom label
tor manufacturer, has already announced program is a win/win for everyone .
it will use Cummins Tier 4 QSX15 engines
in its Versatile High Horsepower Tractor
(HHT) series of four-wheel drive trac-
tors. The two companies are currently
engaged in a rigorous field test program,
mirroring the tough duty cycle and high 1-209-521-7860
load factors typically undertaken by www.parker.com/racor
continued on page 20
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
 John Deere will use cooled
EGR for Tier 4 interim in its
PowerTech Plus engines used
across most of its ag equip-
ment products.

these tractors. The joint Versatile and

Cummins team is focused on developing
optimum engine ratings and electronic
calibrations for Tier 4 installations across
the Versatile tractor range, with power
curves shaped to realize the full potential
of the tractor’s powershift transmission.
“The performance results from the
QSX15-powered Tier 4 field test tractor
have surpassed our initial expectations,”
said Grant Adolph, COO at Versatile.
Canadian tractor manufacturer Buhler Versatile has announced it
“Our Tier 4 HHT program provides a
will use Cummins Tier 4 QSX15 engines in its Versatile High
valuable learning experience that we can
Horsepower Tractor (HHT) series of four-wheel drive tractors.
use as a basis to rapidly move ahead with
other Cummins Tier 4 prototype installa-
tions. Using virtual installation tech-
niques, we can identify opportunities to
improve packaging efficiency before work SCR solutions, it’s generally expected that attempt to remove or bypass the after-
commences on the prototype installations. Tier 4 final will result in a universal treatment system. Modifications of emis-
“We can also use virtual fuel consump- embrace of combined EGR-SCR systems. sions-related components can result in
tion analysis to fine tune various tractor That increased complexity is liable to run fines by the EPA and could result in
and engine features at an early design headlong into the desire of many farmers expensive damage to the equipment and
stage to realize the best possible fuel effi- to do their own maintenance and repair warranty issues.
ciency. By taking the fuel maps and duty work, which leaves some observers con- With urea a commonly used chemical
cycle data of the current Tier 3 tractors as cerned about what might occur in the in ag, farmers might also consider trying
a starting point, we then build up a pre- field. It has been suggested that farmers to produce their own DEF. That would
dicted fuel consumption across the power may try to do everything from clean diesel cause problems, Hoult noted, as DEF
curve of the intended Tier 4 interim- particulate filters themselves to mixing requires deionized water, and the typical
powered versions. their own DEF. farmer’s water supply includes metals
“Using virtual installation and fuel con- Jason Hoult, product marketing man- and impurities that could cause expen-
sumption analysis means we are able to ager for high-horsepower tractors at sive damage to the SCR system. That’s
fast-track Tier 4 system integration AGCO, has heard his share of horror sto- why companies marketing equipment
work,” Adolph added. ries and said there are concerns over what with SCR insist that DEF needs to be API

source. dp
While Tier 4 interim applications in- farmers might attempt on their own. certified and purchased from a reputable
corporate a mix of discrete EGR or EGR- Mostly, Hoult worries that they could

20 DIESEL PROGRESS NORTH AMERICAN EDITION May 2010

 Fully-modular design
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SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
 Y
TR
ES

DEERE ADDS HARVESTERS,

R
FO

FELLER BUNCHERS
J
ohn Deere Forestry has introduced
new 900 K series tracked feller bunch-
ers as well as new tracked harvesters in
the 900 KH series. The new additions ex-
pand Deere’s forestry machinery lineup,
which includes skidders, knuckleboom
loaders, forestry swing machines, energy
wood harvesters, forwarders, crawler doz-
ers and a variety of attachments.
The new 900 K series tracked feller
bunchers upgrade the J series to K mod-
els, covering four new machines (the
903K, 909K, 953K and 959K). The new
feller bunchers are powered by 9.0 L John
Deere PowerTech Plus Tier 3 engines,
which in combination with a 295 gal. fuel
tank are designed to provide improved
fuel economy and more work time
between fill-ups. The 903K and 909K
machines are available in two ouputs —
300 and 330 hp respectively — while the
larger 953K and the 959K feller bunchers
are rated 330 hp.
New on the 900 K series machines is a
quick-recovery saw designed to keep
speeds up and felling head accumulation
that picks up more trees at once. The
new feller bunchers were also designed
with a higher tractive-effort-to-weight
ratio with lower ground pressure for
smoother operation. A new leveling sys-
tem keeps the upper frame level when
the tracks are climbing or tilting on
tough slopes, Deere said.
The majority of the redesign of the 900
K series tracked feller bunchers is most

The new 900 K series tracked feller

bunchers (left) from John Deere
Forestry includes four new models
powered by 9.0 L John Deere
PowerTech Plus Tier 3 engines
rated 300 to 330 hp. The new 900
KH tracked harvesters (right) also
have additional horsepower to
deliver more power to move, swing
and harvest faster.

22 DIESEL PROGRESS NORTH AMERICAN EDITION May 2010

noticeable in the cab — as visibility was
enhanced, a new, more powerful HVAC
system was added and brighter cab inte-
rior lighting was integrated to improve
work and drive lines of sight.
ing system power switch and USB port.
More in-cab storage has been added
behind the operator seat along with more
power ports and cup holders and a sealed
switch module with keyless start, auto-
window bars have been repositioned so
they are now vertical.
Deere offers the new harvesters with
the Waratah HTH622B, HTH623C and
HTH624C head configurations as well

features. dp
“The 900 K series feller bunchers have idle, hydraulic enable and engine throttle. as a range of customizable options and
noticeably superior hydraulic multifunc- To aid visibility from all angles, the
tioning, including swing torque, boom exterior lighting has been improved and
performance and tracking, and a power features enhanced adjustability for both
management system that makes sure no work and drive lines of site, and the front www.deere.com
power is wasted,” said Elliott Little, prod-
uct marketing manager, Tracked
Harvesters and Tracked Feller Bunchers at
Deere. “These machines are packed with
customer-driven features and are sure to
provide superior uptime and productivity
while lowering daily operating costs.”
Also new from Deere are the 900 KH
series tracked harvesters including the
new 903KH and 909KH models. Deere’s
tracked harvester line now has five
models adding to the 181 to 241 hp
703JH, 753JH and 759JH machines.
With the new 903KH and 909KH har-
vesters, Deere said it has added addition-
al horsepower to deliver more power to
move, swing and harvest faster. The new
harvesters are powered by 9.0 L Tier 3
John Deere PowerTech Plus diesel
engines rated 300 to 330 hp.
“Our 903KH and 909KH har-
vesters get more done and cover
more ground so operators can
take on more of the forest,” said
Little. “These machines are packed
with customer-driven features and
are sure to provide superior
uptime and productivity while
lowering daily operating costs.”
New on the machines are dual
swing motors for higher torque
and a power management system
to ensure engine power is fully
managed. A fully integrated meas-
uring system that has been facto-
ry installed and a new protected
undercarriage has been integrated
with double flange rollers for
maximum durability while a new
leveling system keeps the upper
frame level on uneven terrain.
Cab enhancements include bet-
ter visibility, a new, more power-
ful HVAC system, brighter cab
interior lighting, a factory-mount-
ed keyboard and mouse, measur-

23
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
May 2010 DIESEL PROGRESS NORTH AMERICAN EDITION
 PRODUCT INFORMATION CENTER
dp PIC
Temperature Measurement
And Control
Omega Engineering Inc. has re-
leased its new Omega Temper-
ature Measurement Handbook
and Encyclopedia Volume
MMXIV 7 th Edition. The book
offers detailed information and
specifications on over 40,000
products for process measure-
ment and control on over 2000
full-color pages.
SEE DIRECTLINK @
WWW.DIESELPROGRESS.COM
Switches And
Controls Catalog
Carling Technologies has pub-
lished a transportation switches
and controls catalog, featuring
the new S series and fully ad-
dressable N series products. Also
included are updated listings for
the L, V and W series; expanded
specifications for electronic con-
trol products; and a product se-
lector guide.
SEE DIRECTLINK @
WWW.DIESELPROGRESS.COM
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
Cables And
Plastic Bearings
igus’ 2009 catalogs are now
available on a fully searchable
CD-ROM. The company manu-
factures cable carriers, continu-
ous-flex cables and guide sys-
tems among others. The CDs
also include videos, application
examples and links to CAD files
and online tools to help users
specify products.
SEE DIRECTLINK @
WWW.DIESELPROGRESS.COM
Data Logging
Onset has released a new 28-page
guide, The Energy Professional’s
Guide to Data Loggers &
Building Performance. Written
for measurement and verification
practitioners, commercial energy
auditors and building commis-
sioners, it offers details on
portable data logger applications
as well as installation, safety and
data interpretation.
SEE DIRECTLINK @
WWW.DIESELPROGRESS.COM
Ye a r s O f E x c e l l e n c e
For 75 years, we’ve depended on you.
Congratulations, Diesel Progress — from your friends at Cummins.

SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM

Front row (l to r): Noreen Paar, Sue Laczkowski, Sheila Lizdas, Mike Osenga, Marisa Roberts, Dawn Geske, Amanda Ryan, Kyle Kopplin
Back row (l to r): Brenda Burbach, Kara Kane-Doneff, Amanda Klemp, Katie Evans, Mark Klippel, Sue Bollwahn, John Blomberg, Carla Lemke,
Joe Kane, Melissa McNulty, Mary Graesing, Alyssa Loope, Phil Burnside, Christa Johnson, Carie Hoeser, Mike Brezonick, Niki Trucksa

Diesel Progress — The People

I
t has often been said that history is
the version of events written by
the winners about the losers. I
don’t know that we’d say winners and
losers were at play in the short history
of Diesel Progress that follows, but it is
certainly the version written by the
survivors — those still at the helm,
about those that came before them.
Thus it is appropriate that the first
thing you see when we look at the his-
tory of Diesel Progress magazine — 75
years old with 900 issues in the bag as
of this month — are people. And
while we don’t want to go all gushy
and join hands and start to sing, “peo-
ple who need people …” the story of
Diesel Progress is truly about people.
These pages over 75 years have
been filled with a lot of nuts and bolts,
iron and steel, more recently Amps,
watts and pixels — just about every
material and fluid that goes into on-
highway, off-highway, stationary and
marine engines and equipment.
But it has all been produced by peo-
ple. People for the most part that didn’t
begin their careers intent on joining
the staff of Diesel Progress, but once
they got here embraced the industry,
the companies we cover and our phi-
losophy of publishing. That, we think,
is unique in the business, industrial
and trade press world.
History is full of stories about sol-
diers, athletes and others who when
asked why they did what they did, did
not invoke high ideals or great
philosophies, but rather they didn’t
want to let down the squad, team or
organization. We do what we do for
you the reader, you the advertiser, but
we also do it for each other.
No one in the Diesel & Gas Turbine
Publications organization, encompass-
ing Diesel Progress North American,
Diesel Progress International, the Global
continued on page 28

May 2010 DIESEL PROGRESS NORTH AMERICAN EDITION 27

 Brent Haight Bo Svensson
Houston,Texas Finspong, Sweden
Sourcing Guide, Diesel & Gas Turbine
Worldwide or CompressorTechTwo and
its CompressorTechTwo Sourcing Supp-
lement wants to let the others down
and have it be said of them, “hmm,
they’re not doing too well.”
Thus, people.
After 27,000+ days in business, like
any organization, we have lots of sto-
ries and have had lots of characters.
Some of which can be told, others are
better left unsaid. Likewise, there have
been hundreds of people over 75 years
that have contributed to the success of
Diesel Progress in all the publishing
disciplines: circulation, sales, editorial,
administration, design and graphics.
Our founders were the Wadman
A Short History Of Diesel Progress
Diesel Progress was founded in 1935
in New York City by Rex W. Wadman. It
started out as a monthly magazine and
has remained so through this, the 900th
issue. English-born Wadman had previ-
ously worked for another diesel trade
magazine called Oil Engine Power; he
also had sold diesel engines and worked
in advertising before founding Diesel
Progress at age 45.
28 DIESEL PROGRESS NORTH AMERICAN EDITION May 2010
Samantha Doran In Europe: (L to R): Roberta
London, England Prandi, Lisa Hochkofler,
Ian Cameron, Gabriele Dinsel
and Palmer families and, represent-
ing continuity almost unheard of
these days, Russell Palmer, the son of
one of the founding families, remains
active in the business today as our
chairman of the board, while Bruce
Wadman, the son of the other family,
remained active through 2000.
Our publisher from the 1970s
through the 1990s, Bob Schulz, inject-
ed a marketing and sales drive into the
company that — albeit changed to
suit today’s business world — remains
essentially intact. Rob Wilson, the
publisher through the mid-2000s
began a corporate cultural change that
brought Diesel Progress kicking and
screaming into the 21st century.
This was no slam dunk deal. The
United States and much of the world
was still mired in the Great De-
pression. While World War II was still
four years away, the storm clouds were
gathering. Baseball had yet to play a
game at night, aviation was emerging
from its infancy, while cars and trucks
still lacked a proper road and bridge
system that would bring us the mobil-
Roberto Chellini Russell Palmer
Florence, Italy Chairman
of the Board
But the heart and soul of Diesel &
Gas Turbine Publications since the late
1960s through to today has been Joe
Kane. Originally the editor of Diesel &
Gas Turbine Worldwide, later the
founder of CompressorTechTwo, Joe’s
approach to publishing, to editorial, to
customers, to life has influenced and
guided literally every single person that
works here or has been part of Diesel.
At 82, Joe still comes into the office
most days and is a physical reminder of
much of what Diesel Progress and
Diesel & Gas Turbine Publications is
all about. We’ve been lucky and we’ve
been blessed.
Thus, people.
– Mike Osenga –
ity we take for granted today. Trains
were king.
Thus to set out publishing a brand
new magazine, at age 45, in the worst
economic climate the United States (and
the world) had ever seen, about what
was considered an “emerging technolo-
gy” was risky business.
Like many magazines of its time, Diesel
Progress’ purpose was promotional —
 THE ENGINE MAN’S MAGAZINE
“objective journalism” (if there is such a
thing) was years away.
Diesel Progress was unabashedly
founded to promote the use of diesel
engines — literally on land, on sea and
in the air, as a later tagline to our logo
said. Wadman believed in their use,
their efficiency and set out to make sure
everyone knew it.
But interestingly, Wadman and the
staff of Diesel Progress, while never miss-
ing the chance to extol the virtues and
advantages of the diesel, did not do it
in the hyperbole-filled, “facts be
damned” style of the times. Rather, they
published straightforward recitations,
full of component detail, about the ap-
plication of the diesel engine in its
growing number of uses. All accompa-
nied by the obvious benefits diesel pro-
vided to the user. Reading many of
those articles today does not jar the eye
with dated language and style as some
from that era does.
At the time, Cummins had been
building engines for about 16 years,
while Caterpillar had only started
engine production a few years before.
What was different from today is that
there were a lot of U.S. builders of diesel
engines. The global nature of the diesel
engine business was still 40 to 50 years
off. Home markets were largely served
by indigenous manufacturers.
Alco, Allis-Chalmers, Atlas-Imperial,
Bethlehem, Bessemer, Bolinders, Colo,
Fairbanks Morse, Hercules, Inter-
national Harvester, Nelseco, Nordberg,
Sterling, Victor, Waukesha and Winton
(a division of General Motors) were, to
name a few, all going concerns, and all
were mentioned in the first issue of
Diesel Progress, as was the English man-
ufacturer R.A. Lister.
In 1935, while diesels were starting to
appear in trucks and buses, as well as
construction and agricultural equip-
ment, rail, power generation and marine
were still the primary uses of diesel
power, and the engines themselves were
mostly what we would consider medi-
um-speed diesels today.
The true explosion of what we know
as the high-speed diesel didn’t happen
until during World War II, and especial-
ly afterward in the United States, driven
in no small part by the massive post-war
growth of the American economy.
Even given the growing U.S. diesel
industry, Diesel Progress very early on
recognized the global nature of busi-
ness. Within the first few years of oper-
ation, offices were opened in England,
Europe and Japan.
May 2010 DIESEL PROGRESS NORTH AMERICAN EDITION
The sight of these international ad-
dresses on our masthead, at a time
where state-to-state travel was an adven-
ture, was unique in the trade press
world. As someone said in preparing
this issue, “wow, we were international
before international was cool.”
After World War II, through the
1960s, the diesel industry had its first
huge period of growth in North America
and elsewhere. And while during war
time these amazing technological devel-
opments that resulted in the baseline for
today’s high-speed engine business was
classified information, after the war
these developments moved into the
commercial markets and Diesel Progress’
coverage grew in parallel.
In the late 1960s, gas turbine engines
appeared to be the power plant of the
future. Chrysler had one in a car, John
Deere in a tractor, Mack in a truck.
Parnelli Jones came within a broken
bearing of winning the Indianapolis 500
in a gas turbine-powered car.
Responding to that, we launched
what is now Diesel & Gas Turbine
Worldwide magazine in 1969, joining
Diesel Progress and the Diesel & (now)
Gas Turbine Catalog in the stable.
By 1982, recognizing that the future
continued on page 30
29
of diesel industry was global, Diesel
Progress was split in two, with the debut
of what is now Diesel Progress Inter-
national and then was called High Speed
Diesel Report.
In the early 1990s, an idea that Joe
Kane had presented to management for
years finally became a reality as Com-
pressorTechTwo started as a supplement
in Diesel & Gas Turbine Worldwide, and
becoming its own magazine in 1995.
CT2, as it is known, is tasked with cov-
ering the global gas compression mar-
kets, products and applications.
Two other things happened in the
mid-1990s that significantly changed
Diesel Progress. The Clean Air Act was
passed in 1990, and in 1995 diesel
engines fell under its regulatory power.
Recognizing early on the industry-
changing nature of these governmental
regulations, Diesel Progress began what
is now an unparalleled 15-year cover-
age of the products, technology and
news of emissions — a width and
breadth of coverage unmatched in the
trade or business publishing world. As
there is no true end in sight for the
environmental challenges for diesel
engines and the equipment it powers, it
is a subject that has a lot of articles yet
to be written.
30 DIESEL PROGRESS NORTH AMERICAN EDITION May 2010
At the same time, the advent of the
Internet changed publishing for all time,
in ways we are only now beginning to
comprehend. Since the mid-1990s, Diesel
Progress has added a website — Diesel
Progress Online (www.dieselprogress.com)
— virtual online trade shows, digital
editions, the Diesel News Network bi-
monthly newsletter, blogs, a Twitter site,
expanded our video, webinar and survey
capabilities. That is a chapter in our his-
tory that is far from being finished.
Finally, unlike many publications, we
have been rather flexible with our name
through the years, per some of the
accompanying illustrations. Reflecting
the changes in the market for motive
power, we added gas engines (natural
gas not gasoline) to the title, later gas
turbines (before splitting that off into
its own magazine). Later, as we expand-
ed to cover all types of industrial
engines, and especially the powertrains
driven by those engines, Engines &
Drives showed up as part of the name
for a while.
Eventually we came back full circle as
Diesel Progress again became Diesel
Progress — albeit with North American
and International editions.
Maybe it is the nature of our “corpo-
rate culture,” but as interesting as our
NORTH AMERICAN
DIESEL
PROGRESS
PRODUCTS • TECHNOLOGY • INDUSTRY NEWS
history has been and obviously there are
many stories and developments left
unsaid in all this, Diesel Progress has
never spent a lot of time looking at its
past. In fact, assembling this issue has
given some of our people their first
immersion into the lore of Diesel that
came before their hire date. They have
found it an interesting, ironic and some-
times hilarious look into the past.
But publishing right now, which is in
the midst of its own industrial revolu-
tion time of change, doesn’t have a lot of
time to reflect. The challenges ahead of
us are huge and that’s where our focus
needs to be.
However, being 75 years old is a huge
accomplishment. There are not a lot of
magazines that have made it this far suc-
cessfully and under mostly the same
ownership. We’re kind of proud of that.
Make that very proud.
So for one month, it has been fun to
look at the first 900 issues. To see and
understand our history, laugh a little,
and in the process maybe appreciate that
those who came before us had the same
dedication to covering the products,
technology and industry news of the
And then get started on Year 76. dp
markets as much as we do.
– Mike Osenga –
 A Look Back
A
75 YEARS OF DIESEL PROGRESS, SOME OF OUR BEST MOMENTS

s we began preparing for this 75th anniversary issue
and with nearly 900 issues of Diesel Progress issues to
examine, it was like looking through a time capsule
of U.S., world and industry history. There were serious sto-
ries from war times, some absurd engine applications (to
modern eyes at least), and some fascinating and wonderful
developments.
The hearty laughs and expressions of awe could be heard
throughout our hallways as we shared what had been writ-
ten and photographed through the years. This includes our
advertisers, as some of the ads were priceless and definitely
represented the times.
While the layout, design and even the size of the maga-
zine have changed over the last 75 years, all the while we
stayed true to reporting what was the industry news of the
time — exactly what we do today. Some things just don’t
change, even over 75 years.
Here are some of our favorite moments. No attempt was
made to be comprehensive, or mark historical milestones,
rather to find some of the more interesting, intriguing and, yes,
unusual things that have filled these pages over the years. We
hope you enjoy seeing them as much as we did finding them.
Regards,
Dawn M. Geske & Kyle Kopplin

Lining Up Rows,
And Running Them Straight …
A Deere model 5010 tractor with a 121 hp
Deere diesel engine works with a 40 ft. grain drill.
(September 1964)

Diesel-Powered Race Car Almost Wins Indy 500 …

Freddie Agabashian, driving the diesel Cummins Special, won the pole position in
speed trials of the Indianapolis Speedway, establishing a one-lap record of
139.104 mph and a four-lap record of 138.010 mph. Unfortunately, the mechani-
cal failure of an accessory dashed the hopes engendered for the car by these
record trial runs. After 71 laps, the diesel racer was forced to drop out of the
race. However, the car had served its purpose in demonstrating the successful
application of a diesel engine turning over at more than 4000 rpm.
(July 1952)

May 2010 DIESEL PROGRESS NORTH AMERICAN EDITION 31

 Sweet And Innocent …
Homer Stout of Grant, Neb., is
the proud owner of a Caterpillar
diesel tractor and proud father
of triplet daughters (Barbara,
Beth and Betty, seated left to
right in dad’s Cat tractor).
(April 1940)
“Piston Packin” Mommas …
Women in men’s jobs were common enough
in 1944, but these girls are believed to be
unique — among the few female diesel
mechanics in the country. They worked as a
team and are shown here putting the finishing
touches on a diesel engine in a 10 ton Army
prime mover at the Mack truck factory. The
other mechanics, all male, had voted them
their “Piston Packin” Mommas. Left is Amelia
Balacich, with Evelyn Beers on the right.
(April 1944)

Before Ergonomics …
By the look on this guy’s face, ergonomics were not the most impor-
tant feature of this machine. Big scale strip mining in West Virginia
with an International tractor bull dozer.
(August 1949)

Steady Does It …
A Cummins engine-
powered Kenworth
truck with 16,000
board ft. of timber
crosses a homemade
Maybe It’s Why Diesel Progress Began

bridge on Vancouver
To Be Called The

Island.
“Engine Man’s Magazine” …
General Motors Series 71 diesel, products of
Detroit Diesel Division, being serviced by
(October 1947)

U.S. Army Boat Maintenance Co. assisted by

a GM technical representative somewhere
in the South Pacific Battle Area.
32 DIESEL PROGRESS NORTH AMERICAN EDITION May 2010
(May 1944)
 GM Diesel Sets Speed Record …
The Fuller diesel car as it started its
world record-shattering run at the
Bonneville Salt Flats.The car was driv-
en by Dana Fuller, Jr., one of the co-
owners, and the engine was a modified
GM Model 6-71, which pushed the car
up to a searing 169.32 mph to achieve
the record.
(November 1953)

The Protection Of Hercules …

A Nike Hercules surface-to-air mis-
sile unit roars into the sky during a
practice mission at McGregor Range.
(April 1963)

Powering A Bit of Paradise …

First of the radar islands under construction by the U.S.
Defense Dept. in the Atlantic Ocean about 100 miles
east of Cape Cod, Mass. Eleven Cummins diesels are
part of the defense installation — nine on generators
and two in Manitowoc cranes. Most legs shown are
temporary; only three support the platform when com-
pleted.
(October 1955)

The First Netbook …

This computer at Allis-
Chalmers’ Parts Central
linked all key points on
the system and made it
possible to handle the
tremendous amount of
data required for keeping
the worldwide parts
operation running.
(October 1972)

May 2010 DIESEL PROGRESS NORTH AMERICAN EDITION 33

 British Invasion …
A “Waltzing Matilda” coming down Ludgate Hill with St. Paul’s
Cathedral towering in the background in London, England, taken
on Aug. 1, 1941; Diesel engines increase the cruising range of
tanks, decrease the fire hazard and materially simplify the handling
of fuel replacements in the field.
(September 1941)

To The Moon, Diesels …

Diesel engines play an essential part in man’s
probe into space. Pictured here is an artist’s
sketch of the Vertical Assembly Building to be
constructed at the John F. Kennedy Space Center.
(May 1964)

International Incident …
In the 1980s foreign competition for
U.S. manufacturers was even a bigger
deal than it is currently. One Diesel
Progress advertiser took, in our opin-
ion, a nasty, angry approach to the
issue and we turned the ad down.
Landed us on page 1 of AdAge. This is
the ad they ran instead.
(March 1988)

A Camel With No Name …

The Oshkosh Truck Corp. J Series “Desert Prince” is as at home
in a Middle East oil field as that fellow to the left. The
J-2065 model shown has a GCW ranging from 125,000 to
180,000 lb., depending on the terrain.
(June 1974)

34 DIESEL PROGRESS NORTH AMERICAN EDITION May 2010

 Moving Mountains, One Shovel At A Time …
This Michigan 475 tractor shovel — powered by a Cummins V12-635-CI
diesel engine, loaded, and with an average of 7000 cu.yd. a day — could fill a
Peterbilt bottom-dump doubles combination in an average of 40 seconds.
(April 1968)

We Stand Under Our Product …

A 30 ton diesel electric lift truck built by R.G.
They’ve Been Working On The Railroad … LeTourneau Inc. handles a 35 ft. trailer.The unit
This picture of Northern Pacific’s rugged diesel is powered by a Cummins 275 hp diesel driv-
maintenance crew was taken at its Auburn main- ing ac/dc generators.
tenance shop. (September 1961)
(February 1947)

Desert Bound …
Harald T. Reishus, vice president,
International Harvester and head
of the Industrial Power Division, on
Holy Moly …
An Allis-Chalmers HD-6 crawler tractor towing a rear dump the new International 2T-75 rub-
ore cart, descends a 20% grade into the depths of a uranium ber-tired earthmover.
mine being developed by the Giant Cycle Corp. of Colorado
Springs, Colo.
(August 1954)

(February 1958) May 2010 DIESEL PROGRESS NORTH AMERICAN EDITION 35

 Wrestling For A Promotion …
Chairman Fran Labun (standing) prepares Manual Gomez (left)
for a match with Greg Arsenault at the 1989 Association of
Diesel Specialists (ADS). International Convention and Ex-
hibit’s Young Executives Organization’s “Over-the-Top” Arm
Wrestling Competition.
(March 1990)

The Diesel Boom In Mexico …

A time when Mexico’s oil reserves topped 50
billion barrels with total reserves estimated to
Standing Proud … surpass those of Saudi Arabia and many other
New York’s World Trade major oil-producing nations.This scene, taken at
Center rises some 110 sto- the Motores Perkins Toluca facility, captures the
ries above the Hudson River. reality of the burgeoning diesel engine market
The buildings were classed in Mexico. The Toluca facility had an expansion
among the world’s largest under way, which would give it additional capac-
commercial buildings at the ity for approximately 40,000 more engines.
time. Waukesha engine gen- (July 1981)
erator sets provided 5500
kW of emergency power for
the buildings.
(February 1973)

A Time Of War …
A War Bond Appeal from a group of Five-Star Generals and Admirals.
(June 1945)

36 DIESEL PROGRESS NORTH AMERICAN EDITION May 2010

 Brush Clearing Beauties …
Cornelia Campbell crowned “Queen of the
Brush” and her “maids of honor” at the second
annual Brush Clearing Demonstration, Paris,
Texas. The demonstration proved to thousands
of ranchers and farmers from Texas and neigh-
boring states who attended the project that
brush-covered, useless land could be quickly and
cheaply reclaimed for profitable productivity.
Contractors used International Harvester’s TD-
24, supplemented by the smaller TD-14 to smash
down, root out and windrow scrub growth.
(February 1953)

Diesels Power Guided Missile Program …

What Could Have Three 960 hp Fairbanks-Morse opposed-piston
Saved GM … diesels supply dependable power for instru-
GM’s cars of the future. Wedge- ments used in guided missile tests at the U.S.
shaped front end, flush-fitting Air Force Cape Canaveral, Fla., center. Each
wheel skirts and a speed- engine drives a 500 kW alternator used for
regulated rear foil are the standby power.
visible features of GM’s Aero (August 1955)
2000 concept car, powered by
an advanced, three-cylinder
diesel engine. Roger B. Smith,
chairman of GM said the car
provided a glimpse of the shape
of, and ideas in, GM’s cars to
come. We’re still waiting.
(December 1982)

Just Two Buddies

Hanging Out …
A Reach All UB50 bridge inspec-
tion unit is seen deployed in work-
ing position.
(March 1991)

May 2010 DIESEL PROGRESS NORTH AMERICAN EDITION 37

 ConExpo Was Big Even Back Then …
Held in Chicago in 1975, ConExpo spanned a whopping two halls and had a shuttle
that bused attendees between halls. How did we have time to see it all?
(July 1974)

Hello Ladies …
D-I-E-S-E-L spells a great opportunity for the future, according to Diesel
Progress magazine Publisher Robert Schulz, who spoke on the industry’s
future to the 1980 Association of Diesel Specialists (ADS) Convention.
Schulz used models to illustrate his point at the Texas meeting.
An Idea That Never Really (April 1981)
Came Around …
Installation of a Boeing 502 gas turbine
rated 175 hp in a 68,000 lb. Kenworth
truck. Note the safety shield over the tur-
bine section. The 200 lb. gas turbine was
one of the world’s first installations in an
off-highway truck.
(May 1951)

Maine To Alaska Without Unloading …

Cummins-powered “Welcome Wagon,” bearing over 200 gifts from the state of
Maine to the new state of Alaska, passes by the Los Angeles City Hall on its 32-
state goodwill tour.Among the over 200 gifts loaded into the trailer were snow
shoes, frozen lobster stew, clam chowder, moccasins and other Maine special-
ties, given as a symbol of welcome and friendship from the most north-eastern-
ly state to the most north-westerly state.
38 DIESEL PROGRESS NORTH AMERICAN EDITION May 2010 (1958)
 The Peace River Pipeline …
The vast Peace River natural
gas fields were linked to
southern British Columbia and
the Northwest United States.
Westcoast Transmission Co.
Ltd. started the flow of natural
gas to distributors serving the
booming industrial Northwest
through this 30 in. natural gas
pipeline.
(February 1958)

Sweet Ride …
For the first time, Chevrolet’s
El Camino passenger pickup
is available with a diesel
engine. Available as an option
Advertising That Didn’t Beat Around The Bush … on the car, the engine was the
Obviously, 1976 was a different time when big marketing Olds-built 5.7 L,V-8 diesel.
involved just stating the obvious. No clever pitch lines nec- (November 1982)
essary and no need to be politically correct.
(November 1976)

De Train! De Train ...

Wow! Six, 5400 hp General Motors Diesel freight loco-
motives, like the one pictured, operating on the Erie
between Marion, Ohio, and Meadville, Penn., the toughest
territory on its mainline, doubled tonnage per train and
speeded handling of vital war material.
(March 1945)

Chuck Norris And Deutz …

Deutz’s F4L912 diesel engine was used to power the
PROWLER vehicle (Programmable Robot Observer With
Logical Enemy Response) for the Chuck Norris movie
“Code of Silence.” Built by Robot Defense Systems,
Thornton, Calif., the vehicle has TV cameras, is operated
remotely and can be fitted with armament or firefighting
equipment. An agency of the United States reportedly
planned to evaluate the vehicle for military use.
(July 1985)

May 2010 DIESEL PROGRESS NORTH AMERICAN EDITION 39

Mobile Hydraulics
HELPING CARROTS
TAKE ROOT
RETROFIT OF 1970S-ERA PLANTER DEMONSTRATES THE
CAPABILITIES OF ELECTROHYDRAULIC CONTROL TECHNOLOGY
W
ith the typical growing season
in the Midwest a scant 175
days, vegetable growers depend
on luck, fair weather and reliable equip-
ment that can operate at both planting
and harvesting time. In west-central
Michigan, a number of farmers have come
to rely on equipment from Holton-based
Vogel Engineering.
Established in 1986, Vogel Engineering
is a good example of a typical specialty ag
equipment manufacturer. Growing up on
a farm, founder Wayne Vogel decided he
liked making specialized equipment more
than farming and started the business that
now employs about a dozen people,
including several Vogel family members.
The company specializes in custom farm
machinery, including cucumber and carrot
harvesters, butternut squash harvesters,
beet harvesters, celery harvesters, blueber-
ry harvesters, root digging harvesters, as
well as motorized dollies for moving hous-
es, aluminum docks and boat lifts.
Vogel Engineering uses well-recognized
components in its machines, including
John Deere diesel engines and cabs, and
40 DIESEL PROGRESS NORTH AMERICAN EDITION May 2010
Eaton hydraulics. And along with its new
machinery, the company is also active in
retrofitting existing machinery with new
technology.
A prime example of the company’s retro-
fit capabilities came when a Vogel equip-
ment customer sought to improve the per-
formance of a mechanically driven seed
planter. The customer was looking for an
improvement from the machine’s chain-
based mechanical drive system, which was
cumbersome and did not allow for operat-
ing speeds to be easily adjusted in response
to changes in ground conditions.
Working with DTS Fluid Power of
Grand Rapids, Mich., Vogel replaced the
mechanical system with a hydraulic
propulsion system that was engineered to
allow seeds to be planted at a rate propor-
tional to vehicle speed.
“I realized that the application was a nat-
ural fit for Eaton’s new EFX electronic con-
troller,” said Brian Burgess, an engineer at
DTS, which supplies a wide range of
hydraulic components from the likes of
Eaton, Energy, Cassappa and Poclain, me-
chanical drive components from Auburn
This 1970s-era carrot planter
built by Vogel Engineering
was significantly upgraded
through a retrofit that includ-
ed the installation of Eaton’s
EFX controller and Control
F(x) software.
Gear, Durst and others, as well as a range of
other components to OEM customers in
Michigan and the northern counties of
Illinois, Indiana and Ohio. “An electrohy-
draulic design would enable the planter
to automatically increase or decrease the
planting rate as the vehicle speed changes,
as well as enable the operator to adjust the
rate for varying conditions.
“However, because Eaton’s EFX con-
troller and accompanying software were
all new to us, we needed to sell ourselves
on them first and then sell the customer.”
The machine was a Vogel design from
the 1970s, incorporating a Cummins
L10 diesel rated 300 hp. The engine
drove a hydraulic system, which through
an array of chain drives provided pro-
pulsion and working functions for the
planter assembly.
DTS had a two-month window to
familiarize itself with the Eaton EFX
technology and engineer it into the
decades-old machine. Burgess was sup-
ported by Eaton electronics engineers
who designed an electrohydraulic system
continued on page 42
We’re Up To
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 ments were made on a carrot field headland.
An operator adjusts the In two seasons of planting, the retrofit-
planter speed using the ted seed planter demonstrated increased
Eaton EFX controller’s productivity over the previous mechani-
closed-loop, automatic track- cal design, and Vogel is likely to employ
ing mode. The closed-loop similar systems on more of its machines.
program was created by DTS is also seeking more applications for
DTS Fluid Power using Eaton electrohydraulic products. “Distrib-
Eaton’s Control F(x) pro- utorships that are considering taking on the
gramming software. products should not be apprehensive,”
Burgess noted. “Yes, the products are com-
plex, but they are not overwhelming.
“With Eaton’s support, we can now
offer controllers and software packages
utilizing an Eaton EFX 1612 electronic where, so we took the plunge into electro- that we previously obtained from outside
controller and Eaton’s Control F(x) pro- hydraulics and ran with it. sources. The potential of Eaton electrohy-
gramming software. “The Eaton F(x) team educated us and draulic products is very exciting and will

solutions for our customers.” dp

“Although we are very knowledgeable
about Eaton hydraulic components, cre-
ating control programs and integrating
Eaton electrohydraulic products required
a leap of faith,” Burgess said. “However,
we decided that if we didn’t move one
foot forward into progressive hydraulic
solutions, we wouldn’t be moving any-
Vogel on the software, components and enable us to provide complete system
electrohydraulic circuitry, and worked
alongside us in designing the system.”
After assessing the functionality of the To Request More Information
system and straightforward operator in- On This Company Go To
terface, Vogel gave DTS the approval to
DIRECTLINK
begin system installation work on the
seed planter. Final tweaking and adjust- at www.dieselprogress.com

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DIESEL PROGRESS NORTH AMERICAN EDITION May 2010

Custom Plug-And-Go
Instrument Clusters
FW MURPHY’S CUSTOMIZABLE INSTRUMENT CLUSTERS SIMPLIFY ASSEMBLY AND
F
OFFER GREAT FLEXIBILITY IN THE CHOICE OF DISPLAY, GAUGES, LAMPS AND I/OS
W Murphy has released new plug-and-
go instrument cluster packages that are
specially designed to meet the de-
manding conditions encountered on off-
highway equipment. The new instrument
clusters are intended to offer OEMs a drop-
in solution within a flexible design, allowing
them to customize the display, gauges,
lamps, I/Os, etc. Manufacturers can add
inputs/outputs as well as choose between a
traditional gauge display and an easy-to-read
graphic LCD screen, the company said.
“The real value of this new product is that
it allows manufacturers to have an instru-
ment cluster tailored to meet their exact
specifications,” said David Gregory, product
manager at Murphy. “With our instrument
clusters, a manufacturer can drop it into
their machine and know it will work be-
cause it has been customized to fit their spe-
cific application.”
Murphy’s new instrument clusters allow
manufacturers to choose what engine infor-
mation they want to display, as well as how
they want it displayed. In addition to
expandable I/Os, manufacturers can add
their own branding, CAN data and indica-
tors. The company said that the flexibility of
its design gives OEMs all the benefits of a
custom instrument cluster with minimal
nonrecurring engineering costs.
“In the past, OEMs were forced to work
within the confines of a predetermined
instrument cluster design,” said Gregory.
“With our new instrument clusters, we are
incorporate a wide storage/operating tem-
perature range, high-impact protective cas-
ing with an IP66 environmental sealing and
vibration specifications equipped to handle
the most demanding applications. The in-
strument clusters are designed to work with
both CANbus and mechanical engines, the
company said.
FW Murphy, established in 1939, is an ISO
9001-registered manufacturer offering a wide
range of products and services for compre-
hensive equipment management and control,
especially J1939 instrumentation products.
Typical applications on which Murphy’s
products can be found include off-highway
and construction equipment, standby gen-
erator controls, irrigation and water pump-
ing, and gas compression machinery.
Murphy showed the instrument clusters
along with its latest products at the Ag-
Rapids, Iowa. dp
ricultural Machinery Conference in Cedar
giving OEMs the opportunity to have a
product customized to their individual To Request More Information
needs without the high cost typically asso- On This Company Go To
ciated with custom instrument clusters.” DIRECTLINK
For improved durability and reliability,
Murphy said that its instrument clusters at www.dieselprogress.com
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EMISSIONS &
ALTERNATIVES
GE Cites Milestone In Lean-NOx Catalyst
Effort … EMD Gets Tier 2 Certification …
288 SCR Buses For Durham …
GE has announced what it called a key
milestone in the development of a propri-
etary silver-based hydrocarbon lean-NOx
catalyst (HC-LNC) aftertreatment solution
designed to reduce NOx emissions from
diesel engines. Through a joint development
with GE, Tenneco and Umicore, research-
ers have demonstrated NOx conversions on
an engine between 85 to 95% using E85 as
the reductant. The HC-LNC system reduces
NOx emissions as effectively as urea-based
SCR systems and provides an option to those
market segments seeking an alternative to
urea-based selective catalytic reduction
(SCR) technology, GE said.
GE’s HC-LNC technology has been under
development since 2001, and the company
plans to commercialize its technology through
licensing agreements. Tenneco is currently in
an exclusive period with GE to develop and
commercialize aftertreatment systems con-
taining GE’s proprietary HC-LNC catalyst for
certain applications, including on-road and
off-road vehicles, and is the first licensee of
GE’s HC-LNC technology to manufacture sys-
tems. Umicore has been granted a technology
license for manufacturing the HC-LNC cata-
lyst to supply aftertreatment system licensees.
The three companies are currently collab-
orating on the production of fully integrated
systems for markets ranging from Class 8
trucks to small tractors and forklifts, and are
on track to deliver commercial aftertreat-
ment systems in 2011 that are highly effec-
tive at reducing NOx using either diesel fuel
and/or E85 as the reductant.
Electro-Motive Diesel (EMD) announced
that it received IMO Tier 2 emissions certifica-
tion for its 710GC-T2 engine family for C1,
D2, E2 and E3 duty cycles. In addition to
being IMO Tier 2 certified, the EMD engines
are U.S. EPA Tier 2 certified as well as being
44 DIESEL PROGRESS NORTH AMERICAN EDITION May 2010
Covering Fuel Cells And Other Emerging And Alternative Technologies
certified by ABS, DNV, BV, Lloyds, CCS and
KR classification societies, the company said.
TRP Aftermarket Parts has introduced
CleanBlue diesel exhaust fluid (DEF), which
is designed for use in diesel-powered vehicles
that use selective catalytic reduction (SCR)
technology to reduce nitrogen oxide (NOx)
emissions. According to TRP, CleanBlue is
designed be used in all SCR aftertreatment
systems regardless of engine manufacturer.
Durham School Services, which trans-
ports students throughout the United States,
has placed an order with Daimler Trucks
North America (DTNA) for 288 Saf-T-Liner
EF school buses with SCR technology.
Delivery of the vehicles, which are made by
Thomas Built Buses, is scheduled to com-
mence late this month. The buses will be used
for transporting public school students in
Indianapolis, Ind. Thomas Built Buses is the
largest supplier of type C and D full-size school
buses for Durham School Services, for which it
has provided school buses for more than 20
years. Durham School Services, which part-
ners with many school districts in 29 states,
operates a fleet of more than 13,500 buses.
HJS Fahrzeugtechnik has announced its
off-road product strategy. As stricter emis-
sions limits come into force in 2011 for PM
and in 2014 for NOx, for mobile machinery
and stationary applications, the company
disclosed its product range for original
equipment manufacturers and for retrofit
projects. HJS said PM limits can be met with
its diesel particulate filter (DPF) systems. For
NOx reduction, HJS said it will offer a selec-
tive catalytic reduction (SCR) system, which
is designed to reduce NOx by up to 90%.
Adaptive Materials, a company that
develops and manufactures solid oxide fuel
cells, was recently awarded a $4.7 million
contract to develop a 300 W fuel cell system
for the U.S. Department of Defense. This con-
tract award also includes three option phases
that, if awarded, could include delivery of
more than 100 fuel cells, increasing the total
value of the contract to $5.6 million.
Adaptive Materials’ fuel cell systems are being
designed to serve as a portable battery charg-
er capable of charging up to six batteries
simultaneously. These six batteries can be any
combination of lithium ion batteries used by
the U.S. Army for its field operations.
The State of California is offering up to a
$5000 tax rebate for consumers looking to
purchase a light-duty electric vehicle. These
incentives are part of California’s Clean
Vehicle Rebate Project, a program created in
2007. The new CVRP launched in early
March and succeeds the Fueling Alternatives
Program, which ended in May 2009.
Although scheduled to run through 2015, the
California Air Resources Board expects fund-
ing to be depleted well before that date.
BAE Systems said it plans to develop a
zero-emissions bus for a Southern California
regional transit agency under a project to
demonstrate the commercial feasibility of fuel
cell technology. Under a planned work effort,
the company will serve as systems integrator
to deliver the vehicle to SunLine Transit in an
effort funded by the Federal Transit
Administration, CALSTART, California Air
Resource Board and California South Coast
Air Quality Management District. The fuel
cell bus will demonstrate technology that can
reduce dependence on diesel fuel and com-
for delivery in December 2011. dp
pressed natural gas, BAE said. It is scheduled
FOR UP-TO-THE-MINUTE
EMISSIONS NEWS, TURN TO
DIESEL PROGRESS ONLINE.
www.dieselprogress.com
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 or saved by PC downloading. A complete
Peltier gas preparation unit for controlled
condensate removal is also standard.

Clean Air For Rent The testo 350 XL combustion analyzer

rental package includes a 12 in. heated

ASHTEAD TECHNOLOGY RENTALS PROVIDES BROAD RANGE OF

probe with 7 ft. hose, spare filters, software,
certificate of calibration, operating manual
EMISSIONS-MONITORING TECHNOLOGIES FOR DIVERSE MARKETS

A
shtead Technology Rentals is a sup-
plier of rented technical equipment
utilized in a wide range of diverse
markets, from construction and utilities
to refineries and manufacturing. Recently,
the company worked with Siemens In-
dustrial Turbomachinery Ltd. (SITL) to
rent a testo 350 XL emissions analyzer to
measure combustion emissions from a
turbine installed on a natural gas rig.
Ashtead Technology provides a range of
instrumentation and products for rent for
environmental monitoring, nondestructive
testing (NDT), remote visual inspection
(RVI), offshore survey and positioning,
subsea construction and specialty gases.
The company rents a variety of analyz-
ers, detectors, monitors and samplers for
environmental protection and industrial
hygiene applications. The company’s
product offering encompasses tools for
acoustic emissions, thickness meters,
ultrasonic scanning and recording sys-
tems, handheld eddy current inspection
devices, magnetic particle inspection,
thermography and electro-techniques.
As part of the Siemens group, SITL
designs, manufactures, installs and pro-
vides lifetime support for gas turbines used
in industrial power generation and the oil
and gas industry. SITL partnered with
would measure the emissions, we contact-
ed Ashtead Technology because we knew
that renting would be a more affordable
option as opposed to buying monitoring
instrumentation. We discovered that
another benefit of renting was that the
instrumentation arrived fully calibrated
and ready to use. In addition, the technical
advice we received from Ashtead before
the project started was extremely useful.”
Employing smart sensor technology,
the handheld testo 350 XL combustion
analyzer is designed to provide compli-
ance level accuracy. It is powered by a
rechargeable NiMH battery for up to two
hours continuous operation with an
internal datalogger and a built-in printer
with touchscreen technology.
Available for rent or hire from Ashtead
Technology, the testo 350 XL combustion
analyzer has sample conditioning tech-
nology and electrochemical sensors. The
analyzer measures O2 (zero to 25%), CO2
(zero to 10,000 ppm), NO (zero to 3000
ppm), NO2 (zero to 500 ppm), SO2 (zero
to 5000 ppm) and temperature (-40 to
2192°F) and calculates CO2 (zero to CO2
maximum volume percentage) and effi-
ciency (zero to 100%).
The readings can be printed onboard
and carrying case. It can be used to adjust
industrial burners, measure concentrations
in crude and clean gas over long periods
and measure emissions from diesel engines
and generators. The unit weighs 9 lb. and
has 16 in. x 11 in. x 4 in. dimensions.
Ashtead Technology offers a significant
range of emissions monitoring equipment
for a variety of monitoring categories.
Included in its combustion analyzer line-
up are the Ecom A+ portable combustion
analyzer, Ecom AC portable emissions
analyzer, testo 330-2 flue gas analyzer,
testo 335 combustion analyzer, Ecom J2K
portable emissions analyzer, Horiba VIA-
510 gas analyzer and Ecom J2KN
portable emissions analyzer. dp
To Request More Information
On This Company Go To
DIRECTLINK
at www.dieselprogress.com

The testo 350 XL emissions ana-

Ashtead Technology on behalf of a client

lyzer is one of a range of combus-

that required monitoring of levels of NO,

tion analyzers available for rent

NO2, CO, O2 and temperature, said Guy

from Ashtead Technology Rentals.

Simpson, SITL group leader, Performance.

Ashtead Technology provides a

“One of the main targets was to ensure

range of instrumentation and

that emissions from the gas turbines were
products for rent for environmen-
at acceptable levels,” said Simpson. “The
tal monitoring, nondestructive
acceptance criteria were set by our client
testing (NDT), remote visual
in line with their own global environmen-
inspection (RVI), offshore survey
tal standards. In this instance, we needed
and positioning, subsea construc-
to monitor emissions from the exhausts of
tion and specialty gases.
the two gas turbines.
“When it came to deciding how we

46 DIESEL PROGRESS NORTH AMERICAN EDITION May 2010

SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
 just four primary components including a
tank (on which the engine control unit,
pump, filter, level and urea pressure sen-
sors are mounted), an injector, the cata-
Trimming NOx From lyst housing and a wiring harness.
Developed as a pre-packaged system,
the Trim-Nox system allows for remote

Stationary Engines monitoring and can be custom designed

to fit any stationary engine configuration,

COMBUSTION COMPONENTS ASSOCIATES’ NEW TRIM-NOX

the company said. It also has minimum
ammonia slip and a series of safety shut-
SCR TECHNOLOGY TARGETS DIESELS IN POWER GENERATION

T
argeting the power generation in-
dustry, Combustion Components
Associates Inc. (CCA) has launched
the Trim-Nox series of selective catalytic
reduction (SCR) urea injection systems
for diesel engines. Designed to reduce NOx
emissions from stationary engines in the
200 to 4023 hp size range, the Trim-Nox
system is offered in an LT series for small-
er engines (200 to 805 hp) and an XL
series for larger engines (1006 to 4023 hp).
Based in Monroe, Conn., CCA is a
global provider of air pollution control
technologies for the power generation
and transportation industries. Appli-
cations for its products include utility
power plants, paper and pulp mills,
chemical plants, oil refineries, ethanol
production facilities, stationary, marine
and mobile engines.
compressed air. It uses programmable elec-
tronic controls to control the urea injection
rate as a function of engine parameters such
as rpm, load or NOx output.
Urea injection begins at 482°F exhaust
gas temperature, which enables the ther-
mal decomposition of urea to ammonia
upstream of the catalyst. The patented
Self-Learn system monitors key engine
parameters and automatically populates
the injection strategy map so that the sys-
tem operates at peak performance under
all conditions.
The Trim-Nox SCR system comprises
down and alarm systems.
Both the LT and XL series use a PLC-
based controller with a touchscreen dis-
play panel to allow for precise control of
CCA’s patented airless urea injector for
maximum NOx reduction and minimum
reagent consumption.
The LT injection system is scaled down
in features to make it price competitive in
the small engine market while the XL
series offers additional features and op-
tions such as data logging, reagent flow-
meters, remote communications capabili-
ties, closed-loop control and additional
operator displays and system status for
larger prime power or standby engines.
The LX series uses a urea bulk tank,
injection module, catalyst module, mixer,
The Trim-Nox selective cat-
alytic reduction (SCR) urea

injection systems from

While CCA specializes in in-furnace

Combustion Components
boiler emissions control technologies, the
introduction of the Trim-Nox series urea
injection system targets stationary inter- Associates Inc. targets sta-
nal combustion engines, and the system is tionary applications ranging
designed to reduce NOx emissions by from 200 to 4023 hp.
more than 90%.
The design of the Trim-Nox SCR sys-
tem meters precise amounts of urea into
the exhaust stream of diesel or lean-burn
natural gas engines. When injected into
the exhaust gas stream, urea thermally
decomposes to ammonia and reacts with
NOx across a catalyst located downstream
of the injection point, breaking the NOx
down to nitrogen and water.
The proprietary injection system is
designed to achieve optimum urea distribu-
tion, CCA said. It is an airless system with-
out an atomizing medium such as steam or

48 DIESEL PROGRESS NORTH AMERICAN EDITION May 2010


The design of the Trim-Nox SCR system meters pre-
cise amounts of urea into the exhaust stream of diesel
or lean-burn natural gas engines. The proprietary
injection system is designed to achieve optimum urea
distribution. It is an airless system without an atomiz-
ing medium such as steam or compressed air. It uses
programmable electronic controls to control the urea
injection rate as a function of engine parameters such
as rpm, load or NOx output.
inlet duct, reactor, stack and airless urea 2.5 MW diesel engine gen-sets that will be
injector. The LT system has a urea storage operated to meet peak power demand by
tote, PLC-injection module, airless urea an East Coast commercial customer.
injector, commercial mobile SCR catalyst CCA offers a broad suite of technolo-
mobile emissions testing laboratories for
boiler tuning and performance testing.
CCA’s corporate headquarters is in
Monroe, and the company also operates
Holmes Tools & Engineering Inc., with a
20,000 sq.ft. manufacturing facility in
Bonifay, Fla., as a wholly owned sub-
sidiary. The Florida facility has high-
speed precision CNC turning and milling
centers, along with a full complement of
bending, forming, cutting, shearing and
welding equipment.
Trim-Nox sales are handled direct from
Monroe with distributor Advanced Power
Technology in Setauket, N.Y., handling
sales in New York, New Jersey, Penn-
sylvania, Maryland, Virginia, Delaware,

Vermont, New Hampshire and Maine. dp

adapted for stationary use, inlet, mixing gies that includes low NOx burners, Massachusetts, Connecticut, Rhode Island,
duct, reactor and stack. SNCR, SCR and combustion modifica-
Recent testing of the Trim-Nox SCR sys- tions such as over fire air and flue gas
tem on a Tier 1 certified Cat 185 kW gener- recirculation. These product offerings are To Request More Information
ator demonstrated NOx reductions of up to complemented by in-house capabilities in On This Company Go To
95%, CCA said, with NOx emissions computational fluid dynamic modeling, a DIRECTLINK
reduced to 0.3 g/hp-hr. The test also laser-based spray lab for injector develop-
showed NOx reduction was maintained ment, a diesel engine test facility and at www.dieselprogress.com
above 85% over the load range of the engine
with exhaust temperatures above 500°F.
The Trim-Nox system is scalable for a
range of engine sizes, CCA said. The XL
injection system was recently introduced
and is in commercial operation on a num-
ber of diesel fuel and natural gas-fired
engines in the 2012 to 3353 hp range. To
date, the company has 148 Trim-Nox sys-
tems installed worldwide.
Recently, CCA announced that it was
part of a $2.7 million award of an air pol-
lution control contract. The award in-
cluded six SCR systems for stationary
diesel engines using CCA’s airless urea
injection system. The CCA system al-
lowed for the injection of nonhazardous
urea solution directly into the exhaust
duct of the engine in close proximity to
the catalyst for the control of NOx emis-
sions. This, CCA said, avoided hazards
associated with transport and storage of
ammonia or the need for complex on-site
equipment for the conversion of urea to
ammonia prior to injection.
The SCR systems will be applied to two
2.2 MW existing diesel engines by a
Northeastern utility looking to operate
older engines during peak demand periods.
Four systems will also be applied to new

49
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
May 2010 DIESEL PROGRESS NORTH AMERICAN EDITION
Fuel Cells Take
A Big Step Up
TYRANO DRIVE SYSTEM USED TO POWER CLASS 8 TRUCK;
SYSTEM OFFERS PEAK RATINGS TO 536 HP, RANGE TO 400 MILES
BY BILL SIURU, PHD, PE

Except for the box holding the lithium-ion

batteries behind the cab, the fuel cell-powered
Tyrano Class 8 truck looks like any other
Freightliner Classic with a day cab.

V
irtually all of the heavy-duty truck
manufacturers have developed —
or are in development on — diesel
hybrid trucks and trucks powered exclu-
sively by batteries. Vision Motor Corp.,
Santa Monica, Calif., has taken things
even further with its Tyrano Class 8 trac-
tor powered by a hydrogen fuel cell.
Like electric trucks, the fuel cell-pow-
ered Tyrano produces no emissions beyond
water vapor and it operates virtually silent-
ly. While transit buses powered by fuel cells
are already in service in several cities
around the world, the Tyrano is among the
first to take the concept to a Class 8 truck.
The Tyrano truck incorporates a basic
Freightliner Classic chassis fitted with a
day cab. Other configurations are possi-
ble, the company said, since the trucks
are custom assembled in Southern
California. HyPM 16 fuel cell modules
from Canada’s Hydrogenics replace the
diesel engine under the hood, and hydro-
gen — compressed at 7350 psi — is
stored in tanks located along the frame.
The fuel cell is used to charge Voltronix
lithium batteries positioned behind the
tractor cab. As it is a series hybrid, the
batteries are used to drive an electric
motor that powers the rear axle. The bat-
teries can also be charged through a plug-
in charging system.
According to Vision Motors, the Tyrano
drive system can deliver up to 3300 lb.ft.
of torque, well above the torque level of
most diesels used in Class 8 trucks. In
addition, maximum torque is available
over the entire rpm range.
continued on page 52

50 DIESEL PROGRESS NORTH AMERICAN EDITION May 2010

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 The prototype Tyrano system is rated
402 hp, but the company said the pro-
Overcoming Fuel Cell Technical Challenges duction version will offer a peak rating
of 536 hp. The prototype truck has a 13-
speed manual transmission, but the full
production version uses direct drive
requiring no transmission, Vision Mo-
tors indicated.
The Tyrano truck has a GVWR of
80,000 lb. With the standard 36.3 lb. of
hydrogen, the operating range is 150 to
200 miles, the company said. An
optional 72.6 lb. fuel capacity extends
the range to 350 to 400 miles. Hydrogen
refueling takes 5 to 10 minutes, the
company said.
UTC’s Power PureMotion Model 120 fuel cells have demonstrated strong fuel cell Series production of the Tyrano truck

A
stack durability in three AC Transit hybrid-electric transit buses operating in — albeit on a “to order” basis — is slat-
California. The vehicles have operated for over 5000 hours with the original cell ed for the first half of this year. Vision
stacks and have amassed more than 213,000 operating miles. has a distribution agreement with Los
Angeles Freightliner and Velocity Vehicle
s a mobile and stationary power developments are any indication, solu- Group. Los Angeles Freightliner is the
technology, fuel cells offer lots of tions could be on the horizon. authorized dealer in Southern California
promise, but significant chal- UTC Power’s latest-generation Pure- and will handle warranty, service and
lenges remain. Two key technical chal- Motion Model 120 fuel cell systems repair programs.
lenges are durability and ability to start have demonstrated strong fuel cell Vision said it expects the first Tyrano
in very cold weather. But if some recent stack durability in three AC Transit trucks will be purchased by the Port of
Los Angeles, where they will be evaluated

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SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
on their suitability for short- and medi-
um-distance drayage operations and
other similar applications. Testing will
include different loads, road conditions
and travel distances. Local drayage
trucking companies will assist with the
demonstration over the next 12 to 18
months, and the University of Cal-
ifornia at Riverside’s College of En-
gineering Center for Environmental Re-
search and Technology (CE-CERT) lab-
hybrid-electric transit buses servicing
the greater Oakland, Calif., area. The
vehicles have operated for over 5000
hours with the original cell stacks and
no cell replacements. The buses have
amassed more than 213,000 miles, with
an average fuel economy that is reported
to be 65% better than diesel buses run-
ning on the same routes and duty cycles.
UTC’s latest-generation proton ex-
change membrane (PEM) fuel cell sys-
tems have delivered more than 350,000
miles of commercial service for city tran-
sit bus fleets in the U.S. and Europe, the
company said.
The new Mercedes-Benz B-Class F-
Cell has shown cold-start capability
down to -13°F. The system features a
new humidification system consisting
of hollow fibers designed to ensure that
water no longer freezes in the stack,
thus impairing cold-start ability.
This was a problem with the first-gen-
eration fuel cell used in the previous A-
Class F-Cell. At temperatures as low as
5°F, the B-Class F-Cell starts just as
quickly as the very latest diesel engines,
Mercedes-Benz said. A dedicated operat-
ing strategy helps ensure the fuel cell
stack reaches its optimum operating tem-
perature of around 176°F as quickly as
possible each time the vehicle is started.
Mercedes-Benz said it will lease about
200 fuel cell-powered F-Cell cars in the
U.S. and Europe, equally divided between
the two locations. This F-Cell vehicle is
based on the B-Class, four-door hatch-
back that is not marketed in the U.S. Most
of the 100 U.S.-bound F-Cell cars will go
to California, which has the most devel-
gen refueling infrastructure in the U.S. dp
oped — albeit still quite small — hydro-
oratories will help with data collection FedEx is also testing a tractor powered
and analysis. by the Tyrano drive system. The FedEx
Tyrano sales are now limited to fleet Tyrano will be tested for one year to eval-
Vision Tyrano technology. dp
operators who have truck clusters per- uate the operational suitability of the
forming regional delivery where the
trucks return to a yard on a daily basis
and can be refueled with hydrogen. To Request More Information
Vision is adding more hydrogen storage On This Company Go To
and range could be extended to 800 or
DIRECTLINK
1000 miles before vehicle weight would
become an issue. at www.dieselprogress.com
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SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
May 2010 DIESEL PROGRESS NORTH AMERICAN EDITION
 TO
OL
S
THE MATHWORKS
LAUNCHES R2009B RELEASE
N
IG
ES
D
T
echnical computing and model-
based design software developer
The MathWorks has announced
Release 2009b of its MatLab and
Simulink product families. The R2009b
release includes features for faster per-
formance and enhanced handling of
larger data sets. It also builds on compo-
nent-based modeling features in Simu-
link, and has 83 other updated products,
including the PolySpace code verifica-
tion products.
The MatLab software is a programming
environment for algorithm development,
data analysis, visualization and numeric
computation. It was designed to allow
users to perform computationally inten-
sive tasks faster than with traditional pro-
gramming languages such as C, C++ and
Fortran. MatLab can be used for signal
and image processing, communications,
control design, test and measurement,
financial modeling and analysis, and
computational biology.
For additional functionality, Math-
Works has developed MatLab with a
series of optional add-on toolboxes,
designed to extend the program’s environ-
ment. A number of features are available
for documenting and sharing work,
allowing MatLab algorithms and applica-
tions to be distributed among users and
languages.
The MathWorks’ Simulink program is a
graphical environment for simulation and
model-based design of multidomain
dynamic and embedded systems. It has
an interactive graphical environment and
a customizable set of block libraries to
allow users the ability to design, simulate,
implement and test a variety of time-vary-
54 DIESEL PROGRESS NORTH AMERICAN EDITION May 2010
ing systems, including communications,
controls, signal processing, video process-
ing and image processing.
Simulink is offered with a range of
modeling domains and tools for design,
implementation, and verification and val-
idation tasks. It is integrated with MatLab
to provide immediate access to an exten-
sive series of tools to develop algorithms,
analyze and visualize simulations, create
batch processing scripts, customize the
modeling environment, and define signal,
parameter and test data.
Key highlights of MathWorks’ R2009b
update for the MatLab product family
include extended support for multicore
and multiprocessor systems. The MatLab
and Image Processing Toolbox now offer
more multithreaded implementations of
functions while the Statistics Toolbox has
added parallel computing support for
several functions.
For users with larger data sets, MatLab
offers the ability to perform FFTs on data
sets larger than 2 GB. The Image
Processing Toolbox now features a func-
tion to support processing of arbitrarily
large TIFF images, and the Parallel
Computing Toolbox includes a new inter-
face for working with large data sets that
are distributed across a cluster.
The MathWorks has launched the
2009b release of its MatLab and Si-
mulink design programs. Shown
here is its Simulink system.
For model-based design, the R2009b
release enables Simulink users to capture
design variants in models and switch
between model-wide configurations to
better manage design alternatives and
reuse. Engineers are able to simulate and
generate embeddable code from MatLab
programs and Simulink models contain-
ing arrays that dynamically change size
over time, which are useful for applica-
tions such as object detection and motion
tracking, MathWorks said.
The new release is available immediate-
ly and is being provided to users with
current subscriptions to The MathWorks
Software Maintenance Service.
The MathWorks is headquartered in
Natick, Mass. Its MatLab and Simulink
products are used by over 1 million
engineers and scientists in more than
100 countries. The company also pro-
duces more than 80 additional tools for
specialized tasks such as processing
images and signals, and analyzing finan-
cial data. dp
To Request More Information
On This Company Go To
DIRECTLINK
at www.dieselprogress.com
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SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM

dp PRODUCT PIPELINE
Rotary Position Sensors Digital Force Gauges
Piher North America has introduced a non-
contacting programmable Hall effect rotary
position sensor that incorporates a pro-
grammable switch function designed to
provide maximum design flexibility. The
PSC-360 sensor’s switching point can be
programmed at any angle and can be used
as an indicator for multi-turn applications,
the company said. The PSC-360 sensor is
engineered to offer high temperature capa-
bilities with operational performance
between -40° to 300°F and high accuracy
over 360º at 0.5%. The bushing/panel
mount style sensor features a standard 0.25
in. “D” Flat shaft in a low-profile package
of 0.15 in. Other PSC-360 performance
characteristics include linearity of ±1% absolute (0.5% upon request), selectable analog
(ratiometric), PWM, or serial protocol, up to 14-bit angular resolution, 40-bit ID number
and self-diagnostics.
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
Omega has released its new DFG31 dig-

Axial Piston Motors

ital force gauges. According to Omega,
the DFG31 is equipped with a high-res-
North American Hydraulics and S.A.M. olution dot matrix LCD, which supports
Hydraulic have introduced the new SH7V a variety of gauge functions including
axial piston motor, which has been devel- normal and peak readings. The DFG31
oped for heavy-duty hydraulic transmis- is available in seven ranges from 2 to
sions. The SH7V offers displacement 500 lb. of force and features a measure-
options from 3.72 to 9.81 cu.in., as well as ment accuracy of greater than 0.25%
improved performance with higher power full scale. It is a CE-compliant product,
capability, optimized efficiency at high battery operated, includes an NIST cali-
and low speeds, and a five to one ratio be- bration certificate and can be set up to
tween the minimum and maximum dis- display in English, Spanish, French and
placement, the company said. The SH7V other languages. The gauges are ideal
motor can also operate at zero displace- for applications requiring general force
ment. According to the companies, SAE output mounts are available, as well as flushing measurement.
valves and various pressure controls. SEE DIRECTLINK @
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM WWW.DIESELPROGRESS.COM

Marine Engine Certification

Cummins Inc. has announced that its QSK60 HPI auxiliary engine has been
certified to IMO Tier 2 emissions standards. With this, the 60 L, V-16 engine
joins the company’s existing lineup of IMO Tier 2-compliant propulsion and
auxiliary engines from 104 to 2547 hp. The QSK60 incorporates the
Cummins high-pressure injection (HPI) electronic fuel system and the same
lubrication, cooling, air handling and exhaust systems as the IMO Tier 1
product. However, a minor calibration has allowed for emissions reduction
without significantly impacting fuel consumption, Cummins said. The com-
pany also stated that the auxiliary and gen-set applications will be available in
ratings of 2095 hp at 1500 rpm, and 2547 hp at 1800 rpm, making them
suitable for diesel electric vessels.
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM

56 DIESEL PROGRESS NORTH AMERICAN EDITION May 2010

   
    

 
   


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210-495-9772 www.cancapture.com
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
 T
EN
CUB CADET UNVEILS
M
IP
U
EQ

THREE NEW TRACTORS

F
R
TU

C
ub Cadet is charging into 2010
with three new tractors from two
of its brands, Cub Cadet Yanmar
and Cub Cadet Commercial. Cub Cadet
Yanmar has expanded its line of compact
tractors with the Sx3100 model and its
line of sub-compact tractors with the
Sc2450 tractor. Cub Cadet Commercial
has extended its Tank S series with the
Tank S D and Tank S LP machines —
diesel and liquid propane (LP) alterna-
tives to the Tank S series.
Cub Cadet Yanmar’s Sx3100 tractor was
designed with the company’s drive-over
Select Cut System deck and a curved boom
backhoe and loader for tasks ranging from
light construction and nursery work to
routine maintenance and lawn care. The
drive-over Select Cut System lets operators
drive over the cutting deck and attach it in
a few simple steps without removing the
backhoe’s subframe, said Cub Cadet
Yanmar. The 60 in. deck also features a full
float height control, an adjustable cutting
edge and a reinforced commercial drive
system for use in a variety of grasses. The boom loader has a maximum lift The Sc2450 tractor is powered by a
The Sx3100 tractor is powered by a height at the pivot point of 85 in., dig three-cylinder, indirect-injection Yanmar
three-cylinder direct-injection Yanmar depth of 4 in. and lift capacity of 964 lb. engine rated 24 hp at 3300 rpm and out-
diesel engine rated 31.2 hp at 2500 rpm. The boom backhoe has a dig depth of 81 fitted with a T. Rad Co. Ltd. radiator. The
The engine is equipped with a T. Rad Co. in., load height of 64 in. and digging force engine was designed with a combustion
Ltd. radiator and drives a two-range of 2306 lb. at 2250 psi. chamber that allows the air charge to
hydrostatic transmission that offers infi- The Sx3100 tractor weighs 1973 lb. enter at a higher volume and greater pres-
nite ground speeds without shifting and (with ROPS) and sits 55.6 in. wide and 109 sure, creating a better fuel mixture, the
selectable two-wheel drive or four-wheel in. long. It will be available for purchase company said. The engine is reverse
drive engagement. from Cub Cadet Yanmar dealers this spring. mounted to draw clean air from the oper-
The fully hydraulic power steering and The second new introduction from the ator’s area and push it toward the front,
boom are driven by an open center Cub Cadet Yanmar brand is the sub-com- keeping the engine cleaner and directing
hydraulic system with a main pump pact Sc2450 tractor. This builds on to the heat away from the operator.
capacity of 4.8 gpm at 2500 rpm. The existing Sc2400 model, adding an integrat- The hydrostatic two-speed transmis-
drive pump is supplied by Kanzaki ed backhoe machine. It was designed for sion features the company’s Shift-on-the-
Kokyukoki Manufacturing Co. Ltd. The commercial users and landscape profes- Go technology, which allows the operator
boom operates with a 5 gpm flow and a sionals for trenching, grading, light excava- to shift from high to low without stopping
relief valve rate of 2417 psi. tion, landscaping and material handling. or disengaging the cruise control, said

58 DIESEL PROGRESS NORTH AMERICAN EDITION May 2010

 Kokyukoki, supplies power to the trans-
mission and hydraulic power take-off.
The backhoe attaches via a four-point
mounting system, enabling it to be
switched out with a midmount mower. In
addition, the backhoe also features a float
position, making fine leveling and grading
easier, said Cub Cadet. To switch from
backhoe to loader operation, the seat can
be turned around by releasing the seat lock.
The boom loader has a lift height of 71
in., a 6 in. dig depth, 5 cu.ft. bucket
capacity, 1350 lb. of breakout force and a
relief valve rated at 1780 psi. The boom
backhoe has a dig depth of 76.5 in. and
1850 lb. of digging force. The machine
weighs 2525 lb. and sits at 44.5 in. wide
The new Sc2450 tractor from Cub Cadet Yanmar complements the and 172.5 in. long including the loader
company’s sub-compact Sc2400 model by adding a backhoe option to and backhoe. It became available for pur-
the machine. It is powered by a 24 hp Yanmar diesel engine and is chase in the fall of 2009.
targeted toward trenching, grading, light excavation, landscaping Cub Cadet Commercial has expanded
and material handling applications. its Tank S series by offering the zero-turn
riders with either a diesel or LP option.
The diesel option uses a 1.33 L three-
Cub Cadet Yanmar. It also features selec- cylinder Yanmar OHV engine rated 31.2
Cub Cadet Yanmar has table four-wheel drive for additional trac- hp and developing 63.9 lb.ft. of torque
added the Sx3100 model tion in more difficult terrain. Maximum at 1200 rpm. A ThermaSys Corp. radia-
to its compact tractor travel speed in high gear is 9.3 mph and tor and Dana oil cooler are equipped
line. The new tractor was low gear is 6 mph. with the engine. The LP version features
developed for applica- An open center dual-pump hydraulic an 852 or 999 cc vertical air-cooled
tions ranging from light configuration controls the implements Kawasaki engine.
construction and nursery and drive with a 7.1 gpm flow capacity. Both Tank S series zero-turn riders are
work to routine mainte- To reduce loss of power in implement driven via dual Hydro-Gear pumps to
nance and lawn care. It is operation, the drive system and imple- Parker wheel motors, producing ground
powered by a 31.2 hp ments are powered separately. A 3.6 gpm speeds up to 11 mph forward and 5 mph
direct-injection diesel pump supplies power for the steering, for reverse.
engine from Yanmar. SCV, backhoe and three-point hitch. The The mowers are available with either a
second 3.5 gpm pump, from Kanzaki continued on page 60

SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM


Cub Cadet Commercial has added diesel and
liquid propane (LP) engine options now avail-
able on models in its Tank S line of zero-turn
riders. The diesel option is a 1.33 L three-
cylinder Yanmar engine rated 31.2 hp and the
LP version features an 852 or 999 cc vertical
air-cooled Kawasaki engine.
60 in. or 72 in. Select Cut System cutting between 1474 and 1850 lb., depending
deck and Synchro Steer hydraulic steer- on the configuration. The two new mod-
dp POWERLINES
Woodward Governor Co. has sched-
uled two technical seminars on June 15
and 16, 2010, at the Hilton Houston
Hobby Airport hotel in Houston, Texas. On
June 15, the featured topic will be
“Introduction to power generation, control
and power management.” It will focus on
the principals of distributed power genera-
tion, synchronization, load sharing, power
management and system protection. David
Cutro, application engineer at Woodward
Electrical Power Systems will serve as the
seminar instructor.
On June 16, Rich Kamphaus, turboma-
chinery controls product line manager at
Woodward Turbine Systems, will lead a
seminar on “Steam turbine, gas turbine and
compressor basics.” It will cover the funda-
mentals, applications, control and protec-

ing operated with a steering wheel and
dual foot pedals instead of lap bars,
allowing full directional control of the
front wheels, Cub Cadet said.
The units measure 90 in. long, 62 or 72
in. wide and 72 in. high, and weigh
Commercial dealers. dp
els are available at select Cub Cadet
www.cubcadetyanmar.com
www.cubcadetcommercial.com
tion of steam and gas turbines and com-
pressors and a discussion on American
Petroleum Institute Standard 612.
Woodward said the seminars are open
to the public and qualify for Engine-
ering Professional Development hours.
Detailed seminar outlines and registra-
tion information are available at www.
woodward.com/houston_seminar.htm.

John Deere has awarded ZF Passau

with its Innovation Award for ZF’s Ergo-
power Efficiency Package supplied to
Deere for use in its construction machin-
ery. The Efficiency Package is a product
upgrade consisting of a torque converter
lock-up clutch, the addition of a fifth
gear, along with other added functions to
improve the efficiency of the Ergopower
transmission used in Deere equipment.
Offering fuel economy improvements up
to 20%, the optional transmission tech-
nology, Deere said, contributes signifi-
cantly toward raising overall efficiency
and reducing exhaust emissions.

Craft Oil Corp. announced it is

equipped to supply 68 counties in
Delaware, Maryland, New Jersey, New
York and Pennsylvania with Air1 diesel
exhaust fluid (DEF). In addition, Craft
Oil will provide the education, equip-
ment programs and DEF supply options
— ranging from bottles to bulk — that its
customers’ selective catalytic reduction
(SCR) vehicles will need to meet the EPA
standards to reduce NOx emissions.

60
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DIESEL PROGRESS NORTH AMERICAN EDITION May 2010

AG EQUIPMENT

The new RoGator sprayer line from Agco Application Equipment features five new
models — the 984H, 984, 1184 (shown here), 1184H and 1386. The five new
sprayers are powered by Cat C7 and C9 diesel engines rated 250 to 311 gross hp.

ROGATOR ROLLS 984 model has 900 gal. tanks and a 7.2 L

IN NEW SPRAYERS
six-cylinder Tier 3 Cat C7 diesel engine
rated 275 hp at 2100 rpm.
The 1184 and 1184H sprayers are also

NEW 984H, 984, 1184, 1184H AND 1386 SPRAYERS

powered by a Cat C7 engine rated 275

WITH LARGER 900 TO 1300 GAL. TANK CAPACITIES

hp at 2100 rpm. Both sprayers have a

A
1100 gal. application tank. At the top

BY DAWN M. GESKE
gco Application Equipment has
launched five new models of
RoGator sprayers for custom appli-
cation and professional growers. The new
sprayers include the 984H, 984, 1184,
1184H and 1386 models rated 250 to
311 gross hp with 900 to 1300 gal. tank
capacities.
The new sprayers have a higher clear-
ance and post-emergence applicator as
well as larger tank capacities specially
designed to apply fertilizer, protective
farm chemicals and nutrients to the field.
“RoGator has long been the machine
for custom applicators because of its qual-
ity, durability and accuracy in the field,”
said Mark Sharitz, director of marketing
for the Agco Application Equipment Div-
ision. “The newly designed front entry
and lowered boom mounts really opti-
mize visibility in the field and on the
road.”
The RoGator 984H sprayer has a 900
gal. tank capacity and is powered by a 7.2
L six-cylinder Tier 3 Caterpillar C7 diesel
engine rated 250 hp at 2100 rpm. The
end, the 1386 sprayer features an 8.8 L
six-cylinder Tier 3 Cat C9 engine rated
311 hp at 2100 rpm. It has a 1300 gal.
tank capacity.
A tandem hydrostatic cross drive sys-
tem provides ground power for the
sprayers, driven by 7.6 cu.in. Bosch
Rexroth AA4VG hydraulic pumps. A
Sauer-Danfoss Series 90 tandem pump
with 6.1 cu.in. displacement is outfitted
on the 1386 model. In both systems, the
pumps supply Sampo BBC 05 radial pis-
ton wheel motors through a separate sys-
tem of hydraulic drive lines. This is
designed to provide the exact amount of
continued on page 62

May 2010 DIESEL PROGRESS NORTH AMERICAN EDITION 61

 The new RoGator 984H, 984, 1184, 1184H and 1386 sprayer
models have 900 to 1300 gal. tank capacities, specially
designed to apply fertilizer, protective farm chemicals and
nutrients to the field.
Applications: Exhaust Manifolds,
Turbochargers, Elbows, and Exhaust Tubing.
power the wheels need for even power distribution, improved
• High temperature traction and performance. A 60 gal. hydraulic reservoir keeps the
performance
hydraulic fluid cool and able to handle the auxiliary hydraulic
• Durable & long-lasting
functions of the sprayers.
• Fast turnaround
Agco has installed adjustable axles from 120 to 152 in. on all
five sprayers along with dynamic braking and multiple wet disc
CONTACT PAUL HERMAN TODAY AT brakes on the front wheel motors. The four-speed transmission
1 877 347 9467 provides a travel speed up to 33 mph on the 984H, 984, 1184 and
1184H sprayers. Six speeds are integrated into the transmission
www.firwin.com/hc on the 1386 machine to achieve a maximum speed of 36 mph.
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
Steering on the RoGator sprayers incorporates double-acting
cylinders with hydraulic rephrasing toe alignment for a 23 ft. radius.
The H model sprayers (984H and 1184H) feature a leaf-spring sus-
pension while an air-spring suspension is integrated in the other
models (984, 1184 and 1386) using Haldex height control valves.
All five sprayers are built on a C channel frame engineered for
greater durability and flexibility to keep all four wheels on the
Training ground at all times for better traction, fuel economy and field per-
formance. The frame is constructed of flexible modified carbon

that steel with a ladder-style bolted cross-member assembly.

sticks.
training.firstgencom.com
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
Four boom options are offered on the sprayers in 80, 90, 100
and 120 ft. lengths made up of five boom sections with individ-
ual on and off functions for each section. The 10 to 136 gpm
spray rate is powered by a Hypro 9306 pump with pulse width
modulation for maximum application efficiency. The booms are
self-leveling and use a sonar sensing system to adjust spray
height. A high-volume option is available on the 1386 model
using a 4 in. sump and plumbing powered by a 3x2 Hypro 9307-
GM12 pump to increase the application rate to 278 gpm.
“With the increased size and re-engineering of the boom
mount system, operators will realize even faster boom-fold cycle
time, and changes to the plumbing and hose routing mean the
RoGator’s clean underside and simple plumbing and wiring sys-
tems are even more streamlined,” said Sharitz. “Improvements to
our electrical mounting and connections enhance machine life
and minimize costly downtime.”
A new front-entry design on the RoGator sprayers enable an
optional front fill liquid system, featuring fresh water and hand
rinse tanks for faster reloading and reloading access to a nurse
truck without having to fold in the sprayer
booms. The new entry incorporates a new
fold-down ladder, a gentler angle of ascent,
a wider set of hand rails and a wider walk-
way to allow the cab door to open wider.
With 60 sq.ft. of glass in the cab, visi-
bility was increased on the road and in
the field. The cab also features automatic
temperature control, three-level activated
carbon filtration and an air-ride suspen-
sion seat (semi-active seat suspension
with heated seat cushions as an option).
The cab was also made quieter with a
thicker soundproof floor mat.
The operator compartment
on the new RoGator spray-
ers features 60 sq.ft. of
glass for increased visibility
on the road and in the field.
The cab also features auto-
matic temperature control,
three-level activated carbon
filtration and an air-ride
suspension seat.
The operator compartment is also out-
fitted with the Raven Control system for
application precision. The Raven Viper
Pro system can be specified as an option
for multifunction control of operating
power and program capabilities. Another
option is the ATS Terminal with Falcon
Software connected to the vehicle’s sys-
tem via the CANbus network to display
application rates and data logging.
“Both custom applicators and profes-
sional growers will want to check out the
RoGator,” said Sharitz. “They’ll also notice
small changes such as new labeling and a
slightly different color scheme across our
entire line of application equipment.”
RoGator became one of several brands
marketed by Agco Corp. following the
purchase of Ag-Chem Equipment Co.
Inc. in 2001. The TerraGator spreaders,
the Nutrient Management System (NMS),
SpraCoupe self-propelled sprayers and
Willmar spreaders, loaders and tenders
pany umbrella. dp
are also sold under the Agco Corp. com-
www.rogator.com
 Follow us on
ADVERTISERS’ INDEX
May 2010
For Information NOW go to the Exclusive Dir ectLink at www.dieselprogress.com

COMPANY NAME PAGE NUMBER COMPANY NAME PAGE NUMBER

Appareo Systems, LLC ................................................................59
Aristo Intelligent Catalyst Technology ..........................................47
*ArvinMeritor Inc. ........................................................................11
*Briggs & Stratton Commercial Power ..........................................45
Cambric Corp. ............................................................................24
*Caterpillar Inc.
OEM Solutions..........................................................................15
*Cummins Engine Company Ltd. ................................................26
*Deutz Corporation........................................................Third Cover
Donaldson Company Inc. ..........................................................52
EControls Inc. ............................................................................57
ECU – Engineering Concepts Unlimited ........................................9
Engine Distributors Inc. ..............................................................13
Evans Cooling Systems, Inc. ......................................................14
First Generation ..........................................................................62
Firwin Corp. ..............................................................................62
Flexxaire Engine Cooling Systems................................................42
*Haldex Hydraulic Systems ............................................................5
*Hilliard Corporation, The ............................................................63
*Further information on this company’s products can be found in the 2009 Edition of the
Diesel & Gas Turbine Publications Global Sourcing Guide and at www.GSGnet.net.
*John Deere Power Systems ........................................Second Cover
Kawasaki Precision Machinery (U.S.A.) Inc. ..................................8
*Kubota Engine America Corp. ......................................................7
*Logan Clutch Corporation ..........................................................17
MICO Incorporated......................................................................51
Murphy, FW ................................................................................21
National Fluid Power Association ................................................65
Navistar Engine Group ................................................................55
North American Hydraulics, (NAHI, LLC) ..................................49
*Oerlikon Fairfield ........................................................................41
OMEGA Engineering Inc. ............................................................1
Pramac America LLC....................................................................69
*Racor Division
Parker Hannifin Corporation ..............................................18, 19
Stanadyne Corporation ................................................................43
Superior Tire & Rubber ..............................................................60
*Thermal Structures Inc. ..............................................................23
Tuthill Controls Group ................................................................53
ZF Passau GmbH ........................................................Fourth Cover
 Imagine Better Solutions
with Fluid Power

Fluid Power technology goes beyond the conventional to help you solve
engineering design challenges in agricultural machines.
Fluid power solutions:
● Improve operator comfort
● Improve vehicle productivity
● Allow vehicle performance to be optimized to the crop and
environmental conditions
● Facilitate high-tech farming such as auto-guidance systems

Visit the National Fluid Power Association’s Fluid Power Product Locator at

www.nfpa.com
http://www.nfpa.com/productlocator for links to NFPA member
companies, their product solutions and contact information.
 B

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SALES & MARKETING

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Buck’s Engines, a leading manufactur-
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800-410-3610
info@EPGinc.us
www.epginc.us
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FOR SALE/RENT
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HYDRAULIC
HORIZONS
Developi ng A
Sense Of Control
CCEFP RESEARCH USES “AUGMENTED REALITY” TO DEVELOP
MORE EFFECTIVE INTERFACES FOR FLUID-ACTUATED DEVICES
I
BY KYLE KOPPLIN
n one of its most interesting continu-
ing projects, the Center for Compact
and Efficient Fluid Power (CCEFP) is
conducting research to develop user inter-
faces for fluid power-based devices. The
research is seeking to take advantage of
68 DIESEL PROGRESS NORTH AMERICAN EDITION May 2010
The Center for Compact and
Efficient Fluid Power (CCEFP)
is using a John Deere tractor
loader backhoe in an effort to
develop more effective control
interfaces for machines using
fluid power devices.
both multiple sensing and display modal-
ities and technologies that incorporate
augmented reality (AR) in order to
enhance the devices’ operational effective-
ness. Ultimately, the research could pro-
vide significant clues toward improvement
in the efficiency and effectiveness of fluid
power controls in mobile equipment.
The CCEFP, headquartered in Min-
neapolis, Minn., helps bring together a
network of researchers, students, educa-
tors and industry to continue the advance-
ment of hydraulic and pneumatic tech-
nologies. This project, focusing on multi-
modal human machine interfaces, is being
led by professor Wayne J. Book, Husco/
Ramirez distinguished professor of Fluid
Power and Motion Control at Georgia
Tech, with the assistance of Dr. Mathew
Kontz, research engineer James Huggins,
doctoral graduate student Mark Elton,
doctoral graduate student Aaron Enes and
doctoral graduate student Heather
Humphreys, as well as industrial partners
at John Deere, Caterpillar and Bobcat.
According to Book, the most obvious
modality to inform an operator of the suc-
cess of commands is visual. However, in
some situations it may not be the most
suitable. “For example,” he said, “in dig-
ging, the load on the system is better
understood via sound or by the feel of the
control handle. The feel, or haptic modal-
ity, is one of our prime efforts.
“We also want to make the interface
more intuitive, reducing the learning time,
increasing productivity, reducing mistakes
and fuel cost by adapting the interface to
the operator.”
Fluid power devices often involve many
degrees of freedom under direct control of
a human operator. So, as with many ex-
periments involving human variables,
fundamental research barriers are present-
ed and need to be evaluated. One barrier
the team is addressing deals with biody-
namic feedthrough — the effects of a
machine’s motion moving feeding through
the operator’s body to produce unintend-
ed forces on the control interface — and
its effects on the operator’s ability to effi-
ciently control a machine. According to
the CCEFP, the slightest bit of unwanted
input or motion can detract from the ma-
chine’s efficiency, causing an increase in
task completion time and energy costs.
This problem is not seen in other haptic
interfaces, due to the high force hydraulic

Computer simulations are used by the
CCEFP research team in testing, to create
the more predictable or less critical aspects
of the environment in which a machine
like a hydraulic excavator functions.
past — often because the operator may be
unaware of its benefits. In order to empha-
size the importance of this variable, the
team will use full-scale equipment to for-
mulate and test alternatives for guiding
the operator to more efficient operating
trajectories in successive cycles using hap-
tic feedback — displaying the benefits of
following more efficient trajectories.
Upon completion, the project will
provide several insights regarding the
way augmented reality can help improve
the conditions of many aspects of hy-
draulic and pneumatic technologies.
These insights, Book said, will be used to
further develop additional theories and
improvements, which will help push

and wasted energy. dp

toward greater efficiencies, reduced costs
devices must exert. In response to this bar- wrench and some tubing. According to
rier, the team will model the interaction in the CCEFP, motivating operators to in-
its laboratory with a full-scale implementa- corporate efficiency into their operating
tion of a small John Deere tractor loader procedures has had little incentive in the www.ccefp.org
backhoe to recreate the problem and veri-
fy its models in order to seek out structur-
al and control solutions.
According to CCEFP, in order for a
device to run at its peak efficiency, its con-
trol system must consider not only its com-
plex machine dynamics, but also the reac-
tion of its human operator and the stochas-
tic, or random, nature of that reaction. Dy-
namics of the interaction between prime
mover, pumps and load create disruption
in the operability of heavy equipment, in
particular for throttleless control. By using
hardware in the loop (HIL) simulation, a
more realistic treatment of the complex
dynamics is ensured, while computer sim-
ulations create the more predictable or less
critical aspects of the environment.
As a test platform, the team will use an
excavator with throttleless control. From
this, it will design pacifying controls that
have been proven in other applications
where human operators interact with com-
plex dynamics, first studying the dynamics
before specifying controller details.
As has been previously demonstrated,
the operator plays a big part in the
process. However, when it comes to con-
trolling and adjusting this variable toward
efficiency, it takes a little more than a

69
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
May 2010 DIESEL PROGRESS NORTH AMERICAN EDITION
AG EQUIPMENT

The new Case IH Farmall A series has

four models, the 45A, 55A, 65A and 75A,
rated 39 to 66 PTO hp. The tractors have
a simple, straightforward design and are
powered by Tier 3 Cummins ISM and
Case F5C engines.

Case Adds “A”nother

Farmall Series
NEW FARMALL A SERIES UTILITY TRACTORS DESIGNED FOR
EASY-TO-USE OPERATION IN MANY APPLICATIONS
BY DAWN M. GESKE

C
ase IH has introduced new farm
utility tractors, expanding its
Farmall tractor lineup to six series.
The new Farmall A series tractors have a
simple, straightforward design for easier
operation and multipurpose applications.
“If you’re looking for a durable work-
horse without electronic controls, take a
look at the new Case IH Farmall A trac-
tors,” said Greg Lucey, Case IH marketing
manager for Farmall tractors. “These new
Farmall A tractors are simple machines
built for the farm with all the pulling
power and hydraulics you need for load-
ing, blading, tilling and mowing chores.”
The new Farmall A series incorporates
four models — the 45A, 55A, 65A and
75A — rated 39 to 66 PTO hp. The
Farmall A series tractors have a more eco-
nomical design, sitting at the lower power
end of Case IH’s full Farmall portfolio.
Case IH’s Farmall family is composed
of the economical Farmall series (52 to
80 PTO hp) made up of five models for
all-purpose farm applications. The
Farmall U series has three models rated
70 to 90 PTO hp, all heavy-frame,
heavy-duty utility tractors with premi-
um features.
Case IH’s Farmall N series are special-
ty tractors (62 to 82 PTO hp) with a
narrow width and lower profile for use
in orchards and vineyards. The Farmall
C series has four straddle-type tractors
rated 50 to 80 PTO hp with a lower pro-
file for work in tight spaces with low
ceilings — ideal for livestock and poul-
try operations, the company said. Case
IH also offers the Farmall Compact
series, comprising seven compact utility
tractors rated 26.5 to 50 PTO hp.
With the new Farmall A series tractor,
Case IH adds a series of multipurpose
utility farm tractors. The tractors are
available in two-wheel drive or four-

70 DIESEL PROGRESS NORTH AMERICAN EDITION May 2010

wheel drive variations with a mechanical shuttle shift transmission has four of the
transmission standard to simplify the eight forward gears in the 2 to 8 mph
operation of the tractors while maintain- range, which Lucey said is the more heav-
ing ruggedness. ily used working range. In addition, the
Lucey said the new Farmall A lineup is Farmall 45A and 55A models are avail-
the first offering in the next generation of able with an optional 8x8 synchronized
Case IH Farmalls, which will feature an shift transmission for on-the-fly shifting
updated and simplified global naming during road travel or hauling.
convention and decals. “With the launch All of the Farmall A tractors are engi-
of our new Farmall A tractors, we’re neered with a heavy-duty 2WD front axle
With the new Farmall A series tractor,
Case IH adds a series of multipurpose util-
ity farm tractors. The tractors are avail-
able in 2WD or 4WD variations with a
mechanical transmission to simplify the
operation of the tractors while maintain-
ing ruggedness.
returning to the ‘letter’ naming custom to with the option of a mechanical front
honor the legacy of those famous drive axle. The cast-iron rear axle is
Farmalls and clearly signify the progres- designed with added strength for load
sion of new models.” and rear implements work. Hydrostatic
With preliminary specifications avail- steering and a mechanical differential
able, the Farmall A models are powered lock are standard.
by three- or four-cylinder Tier 3 diesel The tractors all have a fully inde-
engines. The Farmall 45A and 55A are pendent 540 rpm PTO, engaged by a
powered by a 2.2 L four-cylinder lever on the machines. “You can power
Cummins ISM 844 engine rated 45 and a wide variety of attachments,” said
55 hp at 2700 rpm. The larger Farmall Lucey. “The PTO stays engaged, power-
65A and 75A models have a 3.2 L four- ing the implements even when you
cylinder Case F5C turbocharged engine clutch, shift and turn.”
rated 65 and 75 hp at 2500 rpm. Both For operation of hydraulic attachments,
engine models are approved for biodiesel the 45A and 55A tractors are installed
The Farmall 45A and 55A models fea-
ture a three-point Category 1 or 2 hitch
with standard flex link ends and telescop-
ic stabilizers. The Farmall 65A and 75A
have a Category 2 hitch that is convertible
to Category 1. This hitch also has stan-
dard flex link ends and telescopic stabiliz-
ers standard.
“No matter what’s on your to-do list,
whether it involves a three-point imple-
ment or front-end loader, your Case IH
Farmall A has the hydraulic power and
lift capacity to do the job,” says Lucey.
“And a three-point-hitch lift capacity of
up to 2954 lb. means your Farmall A can
handle a round baler, rotary mower or
tiller with ease.”
Controls are conveniently located on
the tractors and engineered to be easy to
use, said Lucey. “With the basic transmis-
sion, there’s a speed and reverse lever on
your right. On the 8x8 transmission
option, the reverse lever is on the left-
hand side of the steering wheel. Either
way, they’re simple controls that let you
easily reverse direction.” The 65A and
75A have the Case IH analog digital
instrumentation cluster.
Additional features on the Farmall A
series include a sloped hood for greater
visibility in all directions, a deluxe con-
toured adjustable suspension seat and
foldable ROPS.
“With a Farmall A, you’ll get a large,
comfortable operator platform that
makes short work of a long day,” said
Lucey. “Unlike some tractors in this class
where operators complain about cramped
quarters, getting poked with levers or
confused by the controls, the new A is a
Case IH Farmall, with long-established
agricultural bloodlines. That means
power, dependability, simple controls
and easy operation.”
Case IH has also simplified routine
maintenance on the tractors. Engine oil
can be checked and filled without lift-
ing the hood, and the gas-strut rear
hinged hood tilts for access to key serv-
ice points.

be available later this year. dp

blends, Case IH said.
A basic shuttle shift transmission, with
eight forward and two reverse gears, is
incorporated into the tractors to provide
smooth shifting and easy operation. The
with a regulator flow control valve and an The new Farmall A series tractors will
11.6 gpm at 2538 psi hydraulic circuit to
supply implements. The Farmall 65A and
75A have a 10.4 gpm at 3046 psi hy-
draulic implement system. www.caseih.com

May 2010 DIESEL PROGRESS NORTH AMERICAN EDITION 71

GLOBAL
BUSINESS NOTES
Cat Supplying Gen-Sets, Tractors To Pan-Am …
New Pipeline in Iraq … New Diesel Sales Record
… Report From The Berlin Motor Show …
Caterpillar is supplying four diesel power
units and two diesel tractors to Pan-
American Airways for use on Wake and
Midway Islands along the airline’s new 6000
mile Trans-Pacific route from San Francisco
to Hong Kong. The two power units, each
with a General Electric generator, and one
tractor will be placed on each island to sup-
ply power for beacons, landing and border
lights. The power units will also provide
electricity for refrigeration and lights for the
attendants’ and mechanics’ field houses. The
tractors, equipped with single drum winch-
es, will level and maintain the fields and be
used for general utility work.
A new oil pipeline is being built in Iraq.
The pipeline will transport oil from the wells
at Kirkuk through the Trans-Jordan to
Tripoli in Lebanon and Haifa in Palestine.
To propel 3.0 million tons of oil per year
over these pipelines, which total 1150 miles,
requires 22,500 hp. The power to move the
oil is supplied by 45 diesel engines located
at 12 main pumping stations. Among the
engines to be installed are Sulzer 500 hp
solid-injection engines, all five-cylinder,
four-cycle, diesels. Nine are built by the
British house of Sulzer Bros., and nine by
the Compagnie de Construction Mechanique
Precedes Sulzer Paris. Harland & Wolff
Ltd. supplied 15, 500 hp, six-cylinder, four-
cycle solid injection engines. Twelve, 500
hp, five-cylinder, four-cycle solid injection
diesels were supplied by Werkspoor Co.
Fuel for the engines is taken directly from
the pipeline.
The tremendous development in road
transportation that is taking place in
Germany was emphasized at the Berlin
72 DIESEL PROGRESS NORTH AMERICAN EDITION May 2010
Motor Show this year. The outstanding
point of interest was that the high-speed,
diesel-equipped commercial vehicle has
won complete nationwide acceptance and
adoption. Diesel exhibitors included Krupp;
M.A.N.: Junkers; Daimler-Benz: Humboldt-
Deutz; Maybach: Magirus; Vomag; and
Bussing-Nag.
Not only are over 90% of the trucks and
buses now diesel powered, but fire engines,
ambulances, tractors, snow shovels, mail
vans, field kitchens, furniture vans, road
tankers, garbage collectors, milk tanks, rail
cars, water sprinklers and telegraph service
wagons. The vehicles vary in power down to
the little Primus four-wheeled “horse” that
has a two-cylinder Deutz engine rated 25 hp
and sells for about $1100.
A new Diesel Progress market study
shows that 750,000 hp was sold in 1934 —
750,000 hp, an all-time record. The previous
high was the 450,000 hp sold in 1928. After
that high-water mark, sales dropped signifi-
cantly to a low of 130,000 hp in 1932, a level
not seen since the end of the World War.
The following year, 1933, saw the beginning
of the recovery, to 280,000 hp, leading to
last year’s record sales.
A pair of diesel land speed records was set
earlier this year on the beach at Daytona,
Fla. First, Dave Evans’ Waukesha Silver
Comet turned in a new world’s record of
125.065 mph, bettering the English figure
of 120.33 mph by George Eyston set on a
French track. The Waukesha engine used is
a standard stock engine with a displacement
of 648 cu. in. It is not supercharged and has
no special racing gadgets. The engine has six
cylinders, 5 in. x 5.5 in., with a regulation
United American Bosch fuel injection sys-
tem, Leece-Neville electric starter, alu-
minum pistons, seven-bearing crankshaft
and the patented high-velocity Comet com-
bustion chamber.
On March 2, Evans’ record was broken
by Wild Bill Cummings, National AAA
Champion for 1934, in a Cummins Diesel
racing car at 137.195 mph. The Cummins
diesel engine is a standard model H. A., six-
cylinder, 4.875 in. x 6 in. engine. It is
supercharged by a standard supercharger of
the same specifications as those used on
regular truck engines sold for service in
high altitudes.
Interest in truck diesels appears to be
growing. A tank truck operator reports,
“There is a saving of between 75 and 80% in
fuel cost: double the mileage per gallon com-
pared with gasoline motors of the same
horsepower. I figure, according to my
records, that I have effected an actual saving
in the operation of these three trucks of
approximately $8000. On account of the
tremendous saving effected in my cost, I am
naturally enthusiastic over the successful
performance of Sterling-Diesel trucks and
will purchase nothing but diesel-powered
trucks in the future.”
All “news” excerpted from the inaugural edi-
tion of Diesel Progress. If you’re looking for
information that isn’t 75 years old, go to
definitely didn’t exist in 1935. dp
www.dieselprogress.com — something that most
FOR UP-TO-THE-MINUTE
EMISSIONS NEWS, TURN TO
DIESEL PROGRESS ONLINE.
www.dieselprogress.com
SEE DIRECTLINK @ WWW.DIESELPROGRESS.COM
 ZF technology – the intelligent choice.
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Driveline and Chassis Technology